Volume I

COMPREHENSIVE MOBILITY PLAN
GANGTOK
SIKKIM
Final Report: Volume I
Status, Analysis, Goals, Demand, Regulatory and

Institutional Measures and Environmental Considerations
DDF Consultants Pvt. Ltd

501, B-9, ITL Twin Tower, Netaji Subhash Place,
Pitampura, Delhi-1100034
Phone No.-011-47400500,Fax No.-011-47400555,
[email protected], www.ddfgroup.com
Comprehensive Mobility Plan: Gangtok Volume I
PREFACE
Urban Development and Housing Department, Govt. of Sikkim has entrusted DDF
Consultants Pvt. Ltd. (DDFCPL) the work of the preparation of Comprehensive
Mobility Plan (CMP) for the capital town Gangtok which is one of the towns eligible
for central Government financial assistance under JNNURM programme.
Comprehensive Mobility Plan for the capital town of Gangtok has been prepared as
per guidelines and toolkits for Urban Transport Development issued by the M/O
Urban Development, Govt. of India for funding of projects under JNNURM
programme. This kit was also used in the CMP to focus on planning process and
examining policy options. Besides, it was also used as checklist to cover all possible
sectors for surveys, analysis, and inferences.
The Final CMP Gangtok has been detailed out as per chapter schemes suggested in
Module 1 of CMPs in medium sized cities in India. The whole CMP has been divided
in fifteen chapters including city profile, review of land use system, existing transport
system, analysis of existing traffic/transport situation, development of vision & goals
strategy for transport development, travel demand model, future urban growth
scenario, future transport network scenario, travel demand forecast, evolution of
scenarios, public transport improvement plan, regulatory & institutional measures,
social & environmental considerations and implementation programmes. For the
convenience of the user, CMP Gangtok has been presented in two volumes. Volume
I contains chapters related to existing scenario, surveys, analysis, & assessment,
while Volume II contains proposals and identified projects sheets. These projects
are further divided into three phases. Their economic benefit in terms of generation
of employment has also been worked out.
This report is revised as per comments received from UT division M/o Urban
Development, Government of India regarding justification of freight terminals
(Volume-II, page 33 to 34), sources of funding (Volume-II page 35) and clarification
related to Bus Terminals. DDFCPL appreciates the active support provided by, Sh. T.
J. Dorjee, Secretary Urban Development and Housing Department, Sh. J. D. Bhutia
Joint Secretary Urban Development and Housing Department, Gangtok, Sikkim.
Town and Country Planning officials, Transport department, Police department, Road
and Bridge and PWD department, Directorate of Economics and Statistics in
completion of this exercise. Besides these organisations, certain reports like Gangtok
Integrated Development Plan: 2000 by GILCON 1987, Transport related reports by
CIRT Pune and RITES 1997-98 City Development Plan Gangtok by SUIDL 2006,
Gangtok Structure Plan by Surbana, 2009 and NEURDP Report 2006 are duly
acknowledged for their inputs in this report. This Report is very important step in the
direction of secured and efficient mobility for all classes of users through
implementation of identified projects.
New Delhi Amit Bose
April 21, 2010 Director

DDF Consultants Pvt. Ltd.
DDF Consultants Pvt. Ltd. i

TABLE OF CONTENTS
1.Introduction ................................................................................................... 1
1.1.Introduction............................................................................................. 1
1.2.Vision...................................................................................................... 3
1.3.Objectives............................................................................................... 3
1.4.Scope of Services................................................................................... 5
1.4.1. Components of the study ........................................................... 5
1.4.2. National Urban Transport Policy .............................................. 14
1.4.3. Study Area ............................................................................... 14
1.5.Horizon Year......................................................................................... 15
1.6.Methodology ......................................................................................... 16
2.City Profile ................................................................................................... 17
2.1.Introduction........................................................................................... 17
2.1.1. Climate..................................................................................... 17
2.1.2. Glaciers and Lakes .................................................................. 17
2.2.Gangtok ................................................................................................ 18
2.2.1. Connectivity ............................................................................. 18
2.2.2. Physiographic Character.......................................................... 19
2.2.3. Population ................................................................................ 20
2.2.4. Growth Rate ............................................................................. 22
2.2.5. Economic Base ........................................................................ 22
2.2.6. Ecotourism ............................................................................... 22
2.2.7. Trade through Nathula Pass .................................................... 23
2.2.8. Direction of Growth for Physical Development ......................... 24
2.3.Study Area Profile................................................................................. 25
2.3.1. Satellite Colonies in the Greater Gangtok Area ....................... 25
2.4.Civic Administration .............................................................................. 27
3.Review Of Land Use System ...................................................................... 28
3.1.Existing Reports and Documents ......................................................... 28
3.2.Landuse Patterns and Development Trends ........................................ 28
3.3.Land Use of Some Specific Area .......................................................... 29
3.4.Direction of Growth for Physical Development ..................................... 34
3.5.Physical Growth Constraints................................................................. 34
3.6.Landuse Development Policies and Strategies .................................... 36
3.5.1. Summary of attributes: ............................................................. 36
3.7.Issues ................................................................................................... 37
4.Existing Transport System......................................................................... 38
4.1.Existing Studies, Reports and Proposals.............................................. 38
4.1.1. City Development Plan (CDP).................................................. 38
4.1.2. CIRT Study .............................................................................. 40
4.1.3. Performance Improvement Measures for SNT by CIRT........... 42
4.1.4. Gangtok Structure Plan: Surbana ............................................ 43
4.1.5. Wilbur Smith Associates in 2008.............................................. 43
4.1.6. Transport Study by RITES ....................................................... 43
4.1.7. NEURDP Study:....................................................................... 44
4.1.8. Gangtok Integrated Development Plan 2000 Study: ................ 44
4.2.Existing Transport Infrastructure........................................................... 44
4.2.1. Connectivity ............................................................................. 44
4.2.2. Road Network .......................................................................... 45

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4.2.3. Congestion are recorded on following junctions....................... 46

4.2.4. Terminals ................................................................................. 46
4.2.5. Pedestrian Facilities and NMT Profile ...................................... 46
4.2.6. Ropeways ................................................................................ 47
4.2.7. System Inadequacy.................................................................. 47
4.3.Public Transport System....................................................................... 48
4.4.Urban Goods Movement....................................................................... 49
4.1.Traffic Safety and Enforcement ............................................................ 51
4.2.Legal Framework and Standards.......................................................... 52
4.3.Institutional and Financial Situation ...................................................... 52
4.7.1. Public Works Department (PWD)............................................. 53
4.4.Environmental and Social Conditions ................................................... 55
4.8.1. Vehicular Pollution ................................................................... 55
4.8.2. Vehicular Exhaust Monitoring .................................................. 56
4.8.3. Noise Pollution Monitoring ....................................................... 58
4.5.Other Relevant Issues .......................................................................... 59
5.Analysis Of Existing Traffic/Transport Situation...................................... 61
5.1.Background .......................................................................................... 61
5.1.1. Road Network Characteristics.................................................. 63
5.1.2. Speed and Delay Characteristics ............................................. 69
5.1.3. Traffic Volume Characteristics ................................................. 72
5.1.4. Origin Destination Characteristics ............................................ 76
5.1.5. Distribution of Trips by mode of travels .................................... 77
5.1.6. Modal Split 2009- Motorized Trips:........................................... 77
5.1.7. Pedestrian Flow Characteristics............................................... 78
5.1.8. Parking Characteristics ............................................................ 79
5.2.Development of Base Year Transport Demand Model ......................... 84
5.2.1. Introduction .............................................................................. 84
5.2.2. Trip........................................................................................... 84
5.2.3. Issues....................................................................................... 96
6,Development of Vision and Goals Strategy for Transport Development
101
6.1.Need for Transport Strategy ............................................................... 101
6.2.National Urban Transport Policy......................................................... 101
6.3.Vision.................................................................................................. 103
6.4.Goals of Comprehensive Mobility Plan ............................................... 103
6.5.Optimization of Existing Transport Infrastructure ................................ 104
6.6.Development of Satellite Towns ......................................................... 104
6.7.Modal Split.......................................................................................... 105
6.8.Planning Options ................................................................................ 105
6.9.Policy Options..................................................................................... 106
6.10. The Preferred Strategy for Transport Development..................... 108
7.Travel Demand Model ............................................................................... 109
7.1.Base year Network development ........................................................ 109
7.2.Vehicular Network .............................................................................. 110
7.3.Network Validation.............................................................................. 112
7.4.Trip Distribution .................................................................................. 112
7.4.1. Introduction ............................................................................ 112
7.4.2. Approach................................................................................ 112

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7.4.3. Overall Matrix Calibration Statistics........................................ 113

7.5.Network Assignment Validation .......................................................... 114
7.5.1. Validation Statistics post Assignment of the Calibrated Matrices
116
7.6.Summary ............................................................................................ 118
8.Future Urban Growth Scenaro ................................................................. 119
8.1.Future Growth Scenario...................................................................... 119
8.1.1. Horizon Year Strategies ......................................................... 119
8.2.Future Transport Network Scenarios .................................................. 120
9.Future Transport Network Scenario ........................................................ 121
9.1.Strategies ........................................................................................... 121
9.2.Mobility Corridors................................................................................ 122
9.3.Public Transit Improvement Strategy.................................................. 122
9.4.Typical Segregation of NMVs ............................................................. 124
9.5.Traffic Management............................................................................ 125
10.Travel Demand Forecast......................................................................... 128
10.1. Short Term Improvement Plan .................................................... 128
10.2. Scenario ...................................................................................... 130
10.3. Scenario 3: Introduction of Mass Transport System and network up
gradation with inner and outer ring road. .................................................. 141
11.Evolution of Scenarios ........................................................................... 144
11.1. Recommended Scenario ............................................................. 144
12.Public Transport Improvement Plan...................................................... 146
12.1. Public Transport Characteristics.................................................. 146
12.1.1. Existing Scenario ..................................................................... 146
12.1.2. Present Bus Station and Bus Stops ......................................... 147
12.1.3. Public Transport Plan............................................................... 147
12.2. Efficiency Improvement Measures Taken up by SNT.................. 150
12.2.1. Details of the institutional measures being put in place for
introduction/improvement of the public transport system; ......................... 150
12.2.2. Infrastructure Arrangements .................................................... 151
12.2.3. Setting up of Modern Vehicle Service Centre .......................... 151
12.3. ITS Facilities Application: ............................................................ 152
12.3.1. Mechanism for information of passenger information system and
management; scientific management control/management information
system 153
12.4. Institutional Mechanism ............................................................... 154
13.Regulatory And Institutional Measures................................................. 157
13.1. Introduction.................................................................................. 157
13.1.1. Regulatory Techniques: ........................................................... 157
13.1.2. Traffic Control Devices:............................................................ 158
13.1.3. Traffic Segregation Techniques ............................................... 158
13.1.4. Demand management Techniques .......................................... 158
13.1.5. Bus priority Techniques ........................................................... 159
13.1.6. Self enforcing Techniques ....................................................... 159
13.1.7. Police public interaction techniques ......................................... 159
13.2. Unified Metropolitan Transport Authority (UMTA)........................ 159
13.2.1. Objective and Functions......................................................... 160
13.2.2. Composition ........................................................................... 162

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13.2.3. Manpower Requirements and Staffing Plan ........................... 162

13.2.4. Funding .................................................................................. 163
13.3. Urban Transport Fund ................................................................. 164
13.3.1. Purpose for setting up the fund .............................................. 164
13.3.2. Sources of Funding ................................................................ 164
13.3.3. Management of the Fund ....................................................... 164
13.3.4. Eligible claims/ appraisal and approval mechanism from the fund
164
13.4. Institutional setup of SPV ............................................................ 165
13.4.1. Functions of SPV ................................................................... 165
13.4.2. Organizational Structure ........................................................ 166
13.5. Parking Policy.............................................................................. 170
13.5.1. Objectives of Parking Policy................................................... 170
13.5.2. Heavy Vehicle Parking ........................................................... 172
13.5.3. Parking at bus terminals/inter-modal change points............... 172
13.5.4. Mechanism to Enforce the Parking Policy and to Control
Demand ............................................................................................. 172
13.5.5. Traffic Restraint Measure ....................................................... 173
13.5.6. Parking Pricing ....................................................................... 173
13.5.7. Transit Oriented Development ............................................... 173
Concept.............................................................................................. 173
Objectives of TOD.............................................................................. 174
TOD Policy ......................................................................................... 174
14.Social & Environmental Considerations ............................................... 176
14.1. National Level Policy and Legal Framework................................ 176
14.2. Land Acquisition Act, 1894 .......................................................... 177
14.3. Implications for Gangtok.............................................................. 178
14.4. Environmental and social Screening ........................................... 178
14.5. Location Impacts ......................................................................... 182
14.6. Design Impacts............................................................................ 183
14.7. Construction Impacts................................................................... 184
14.8. Operation Impacts ....................................................................... 185
14.9. Environmental Management........................................................ 186
14.10. Involuntary Resettlement............................................................. 186
14.10.1. Cultural Property Resources .................................................... 187
15. Implementation Programmes ............................................................. Vol II

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LIST OF TABLES
Table 1.1 Traffic Surveys and Expected Outputs.................................................. 7

Table 2.1 Population of Gangtok Muncipal Area................................................. 21
Table 2.2 Ward Wise Population : Gangtok ........................................................ 21
Table 3.1 Landuse .............................................................................................. 28
Table 3.2 Landuse Breakdown in GPA in 2040 .................................................. 36
Table 4.1: Identified Projects in CDP, Gangtok: 2006 ...................................... 40
Table 4.2: Traffic at intersections / mid blocks .................................................... 40
Table 4.3: Peak Hour pedestrian flows (along the road) ..................................... 41
Table 4.4: Peak Hour pedestrian flows (along the road) ..................................... 41
Table 4.7: Road Profile Gangtok....................................................................... 45
Table 4.8 : Existing routes of SNT city services .................................................. 49
Table 4.9: Composition of Goods Traffic............................................................. 50
Table 4.10: Petrol driven vehicles monitored for CO% ....................................... 55
Table 4.11: Diesel driven vehicles monitored for Smoke density in HSU............ 56
Table 4.12: Petrol Driven Vehicles Monitored for CO% in 2004 ......................... 57
Table 4.13: Diesel Driven Vehicles Monitored for CO% in 2004 ........................ 58
Table 4.14 : Average Ambient Noise level at Various Places in Gangtok. .......... 59
Table 5.1: Distribution of Total Road Length in Gangtok Municipal Area by
Classification of Roads ................................................................................ 63
Table 5-2: Distribution of surveyed Road Length by Classification of Roads ...... 63
Table 5.3: Distribution of Road Length by Right of Way ..................................... 64
Table 5.4: Distribution of Road Network as per Carriageway Width ................... 64
Table 5.5: Road stretches with footpath.............................................................. 65
Table 5.6: Detailed road Network Inventory Road Section Wise. ....................... 66
Table 5.7: Speed and Delay Characteristics, Gangtok. ...................................... 69
Table 5.8: Lane Details ....................................................................................... 72
Table 5.9: Traffic Volume at Cordon Points ........................................................ 72
Table 5.10 Average Occupancy of Fast Passenger Vehicles at Outer Cordon
Locations ..................................................................................................... 73
Table 5.11: Vehicle trips at Outer cordon points ................................................. 74
Table 5.12 Peak Hour Passenger Trips at Outer Cordon Locations ................... 74
Table 5.14 : Major Generation and Attraction Zones : Gangtok .......................... 76
Table 5.16: Modal Split 2009 (Including walk Trips)............................................ 77
Table 5.15 : Mode wise Average Occupancy...................................................... 77
Table 5.17: Modal Split 2009 (Excluding Walk Trips Motorized Trips) ............. 78
Table 5.18: Per - Capita Trip Rates .................................................................... 78
Table 5.19 Directional Distribution of daily traffic (16 hrs) at Intersection Locations
..................................................................................................................... 79
..................................................................................................................... 79
Table- 5.21 Peak hour parking accumulation at various locations ...................... 80
Table- 5.22 Parking Duration & Various Modes. ................................................. 81
Table- 5.23 Parking D emand & Supply.............................................................. 82
Table- 5.24 Parking Accumulation and Index ..................................................... 83
Table- 5.25 Parking Accumulation and Index (* For details, refer to table 10.4) . 83
Table 5.26: Trip End Model for the Base Year 2009 .......................................... 88
Table 5.27: Results of Model Calibration ............................................................ 93
Table 5.28: Shows the validation of the Assignment Technique ......................... 96

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Table 7.1 Comparison of Observed and Assigned Flows (Sample Results) ..... 116
Table 7.2 Estimated Travel under various parameters - 2009 .......................... 116
Table 8.1 Population/Employment Projections ................................................. 119
Table 8.2 Forecasted Trip Ends........................................................................ 120
Table 9.1: Projected Modal Split in Do Nothing Scenario .............................. 123
Table 10.1 Modal Split Present and Forecasted Do Nothing Scenario ....... 129
Table 10.2: Estimated Travel under various parameters Do Nothing............. 130
Table 10.3: Estimated Travel under various parameters Do Nothing............. 131
Table 10.4: Targeted Modal Split ...................................................................... 132
Table 10.5: Modal Split Base and Horizon Year Scenario 2 ....................... 134
Table 10.5: v/c Ratio ......................................................................................... 134
Table 10.6: Matrix of trip generation and distribution for the year 2021. .......... 136
Table 10.7 : Matrix of trip generation and distribution for the year 2031. .......... 138
Table 10.8: Matrix of trip generation and distribution for the year 2041 ............ 140
Table 10.9: Estimated Travel under various parameters Scenario 2 ............. 141
Table 10.10: Willingness to Shift....................................................................... 142
Table 10.11: Modal Split Base and Horizon ................................................... 142
Table 10.12: Traffic Characteristic .................................................................... 143
Table 11.1: Best Scenario Selection ................................................................. 144
Table 12.1: Details of Existing Routes of SNT City Services ............................ 147
Table 12.2: Details of Routes Finaliszed For Opeartion Of City Services ......... 148
Table 12.3: Detail of Routes ............................................................................. 148
Table 13.1: Manpower Requirements and Staffing Plan................................... 163
Table14.1: Land Acquisition Act ....................................................................... 177
Table 14.2: Environmental Impact of Identified Projects ................................... 178

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LIST OF FIGURES
Figure 1.1: General Outline of Traffic Forecasting Procedure............................. 11

Figure 1.2: Study Area: Gangtok and its Satellite Towns .................................... 15
Figure 1.2: Methodology ..................................................................................... 16
Figure 2.1: Population Growth Trend .................................................................. 22
Figure 3.1 : Gangtok Landuse: 2006................................................................... 28
Figure 3.1: Landuse Gangtok :2006.................................................................... 29
Figure 4.1 : Administrative Setup of PWD department........................................ 54
Figure 4.2: Petrol Driven Vehicles Monitored for CO% in 2004 .......................... 57
Figure 5.1 Scatter Diagram of Trip Production Vs Population............................. 89
Figure 5.2: Scatter Diagram of Trip Attraction vs. Employment .......................... 89
Figure 5.3: Trip distribution ................................................................................. 93
Figure 5.4: Cumulative Trip distribution ............................................................. 94
Figure 7.1: Trip Length Frequency Distribution Based on Distance .................. 113
Figure : 7.2 : Cumulative Trip Length Frequency Distribution Based on Distance
................................................................................................................... 114
Figure : 7.3 : Assignment Results (Gross Level)............................................... 115
Figure 13.1 : Proposed Organizational Setup of UMTA ................................... 162

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LIST OF PHOTOGRAPHS
Photo 2.1 Himalayan

Ranges..17
LIST OF MAPS
Map 2.1 Location Map18

Map 2.2 Arial Map..................................................................... 19
Map 2.3 Physiographic Map of Gangtok.20
Map 3.1 Land under Physical Constraints 35
Map 3.2 Landuse Concept 37-38
Map 5.1: Primary road network of Gangtok59
Map 5.2: Classification of Roads60-61
Map 5.3: Distribution of Roads by ROW61-62
Map 5.4: Distribution of Roads by Carriage Way61-62
Map 5.5: Peak Hour Journey Details68-69
Map 5.6: Off Peak Hour Journey Details..68-69
Map 5.7: Peak Hour Running Speed .......68-69
Map 5.8: Off Peak Hour Running Speed 68-69
Map 7.1: Existing Road Network Development.....106
Map 7.2: Gangtok Base Road Network107
Map 7.3: Road Node Centroid and their Connectors108
Map 7.4: Travel Desire Line 2009113-114
Map 7.5: Peak Hour Assignment115
Map 10.1: V/C Ratio 2021128-129
Map 10.2: V/C Ratio 2031128-129
Map10.3: V/C Ratio 2041128-129
Map 10.4: Peak Hour V / C 2021 132-133
Map 10.5: Peak Hour V/C Ratio 2031 132-133
Map 10.6: Peak Hour V/C Ratio 2041 132-133
Map 10.7: Desire Line Diagram- 2021134-135
Map 10.8: Desire Line Diagram- 2031136-137
Map 10.9: Desire Line Diagram-2041 138-139
Map 10.10: V/C with Proposed Ring Road 2021142-143
Map 10.11: V/C with Proposed Ring Road 2031142-143
Map 10.12 V/C with Proposed Ring Road 2041142-143
UNITS
Ha Hectare
KM Kilometer
KV Kilo Volt
KW Kilo Watt
lpcd Liter Per Capita per Day
MCM Million Cubic Meter
MGD Million Gallon per Day
mld Million Litres per Day
MT Metric Tonnes

ix
MW Mega Watt
sq km Square Kilometer
ppha Persons per Hectare

x
Comprehensive Mobility Plan: Gangtok Final
CHAPTER 1
INTRODUCTION

INTRODUCTION
1
1.1. Introduction
Urbanization has been one of the dominant contemporary processes as a growing
share of the Indian population is moving towards cities. Urban areas all over world
have played a significant role in the development of economy and quality of life of
people of the region and the nation as a whole. Considering this trend, urban
transportation issues are of foremost importance to support the passengers and
freight mobility requirements of large urban agglomerations. Transportation in urban
areas is highly complex because of the variety of modes involved, the multitude of
origins and destinations and the amount and variety of traffic.
Traditionally, the focus of urban transportation has been on passengers as cities

have been viewed as locations of utmost human interactions with intricate traffic
patterns linked to commuting, commercial transactions and leisure/cultural activities.
However, cities are also locations of production, consumption and distribution,
activities linked to movements of freight. Conceptually, the urban transport system is
intricately linked with urban form and spatial structure. Urban transit is an important
dimension of mobility, notably in high density areas.
The planners and the city Governments have had their hands full because of rapid
changes in the urban environment in India, with respect to peoples demand,
opportunities and expectations from the city. Changes in the application of methods
and technologies have further complicated the matter. To understand the complex
relationships between transportation and land use and to help the urban planning
process, several models have been developed.
Historically, movements within cities tended to be restricted to walking, which made

medium and long distance urban linkages rather inefficient and time-consuming.
Thus, activity nodes tended to be agglomerated and urban forms compact. Recently,
transport demand in most Indian cities has increased substantially, due to increases
in population as a result of both natural increase and migration from rural areas and
DDF Consultants Pvt. Ltd. 1

smaller towns.
Availability of motorized transport, increase in household income and commercial

and industrial activities has further added to transport demand. In many cases,
demand has outstripped road capacity. Greater congestion and delays are
widespread in Indian cities and indicate the seriousness of transport problems. A
high level of pollution is another undesirable feature of overloaded streets. The main
reasons for these problems are the prevailing imbalance in modal split, inadequate
transport infrastructure, and its suboptimal use. Public transport systems have not
been able to keep pace with the rapid and substantial increases in demand over the
past few decades. Bus services in particular have deteriorated, and their relative
output has been further reduced as passengers have turned to personalized modes
and intermediate public transport.
Although the nature and extent of transport problems obviously vary from one
country to another, virtually all developing countries suffer from the following
problems:
Unplanned, haphazard development at the suburban fringe without adequate

infrastructure, transport, and other public services
Limited network of roads, often narrow, poorly maintained, and unpaved
Extremely congested roads with an incompatible mix of both motorized and
non-motorized vehicles traveling at widely different speeds
Rapidly increasing ownership and use of private cars and motorcycles
Inadequate roadway accommodations for buses and non-motorized transport
Primitive or non-existent traffic control and management, often without even
the most basic street signage
Extremely high and rapidly rising traffic fatalities, especially among
pedestrians and motorcyclists
Overcrowded, uncomfortable, undependable, slow, uncoordinated, inefficient,
and dangerous public transport
Extremely high levels of transport-related pollution, noise and other
environmental impacts, especially in large cities

Government of India launched an ambitious programme Jawaharlal Nehru Urban

Renewal Mission (JNNURM) in 2005 aimed at encouraging reforms and fast track
planned development of identified cities. Focus is on efficiency in urban
infrastructure and service delivery mechanisms, community participation and
accountability of ULBs/parastatal agencies towards citizens. National Urban
Transport Policy (NUTP) and related guidelines for formulation of transport sector
plans for the cities have been prepared to address the issues related to transport
and mobility.
The Comprehensive Mobility Plan (CMP) for Gangtok aims at creating an integrated
land use and transport plan which is to be used as a guideline for building an
organized transport system to achieve an efficient mobility goal for the city. The
mobility plan will emphasize on the movement of people and goods by all means
including motorized vehicles and non motorized modes, giving priority to public
transit.
The need for the CMP arises from the fact that the transport improvement projects
underway or proposed in Gangtok are only projects viewed in isolation and not
visualized as a part of an overall transport plan for the city. Also CMP is considered
as the prerequisites for funding under JNNURM and each selected project for
funding should be a part of the Comprehensive Mobility Plan.
1.2. Vision
The Comprehensive Mobility Plan seeks to move people, not vehicles. By providing
a recognized and effective platform for integrating land use, transportation and
economic development that minimizes the need for travel, provides mode choices
that are safe, socially, economically, financially and environmentally sustainable, it
seeks to achieve the objectives of National Urban Transport Policy (NUTP) in
Gangtok. The vision of this CMP ensures that Gangtok will have a planned and
optimized transport system that addresses the needs and concerns of the city.
1.3. Objectives
Gangtoks popularity as a tourist spot has increased manifold in the past years with
people from all over the country and even outside India visiting the city to enjoy its
scenic beauty. This adds immensely to the economy but at the same time poses
huge problems as the uneven terrain coupled with the increase in number of vehicles
make transport a major cause of concern for the city.

Even during non-tourist seasons, the present transport system is inefficient in

providing access to majority of regions of the city which in turn has prompted
development mainly in the central business area. Most of the areas of Gangtok are
undeveloped due to lack of connectivity and accessibility to the central area and
areas of employment and growth. Having a single access point, the city is prone to
traffic snarls as most of the vehicular movement is through the center of the city.
Public transport, which comprises only of a few mini buses, is vastly inadequate
catering to less than 1% of the vehicular trips. The major share (98%) is of private
vehicles and taxis. This indicates a great need for public transport improvement. The
existing road network also needs improvement in order to cater to the demands and
safety needs of the people.
In order to bring about a comprehensive solution to the aforementioned problems,
this CMP aims at achieving the following objectives:
CMP would integrate mobility plan with land use plan and would spell out the
projected mobility needs of the city as also the manner in which such mobility
needs are proposed to be met.
To review the existing public transport system vis--vis current and future
demand for public transport services to determine the optimal mix of public
transport modes in integration with other modes.
The focus would be on analyzing the existing transportation scenario,
examine the pattern of growth of the town and projecting the passenger and
freight mobility requirements for the next 30 years, keeping in view
the attributes like population, employment, business, commerce, industry,
growth of the cities, among others.
To formulate a short-term traffic and transportation improvement plan for
alleviating the traffic problems of the City in the short term and to suggest
methods of implementing the same.
The short term measures or the low-cost traffic solutions will be attempted
through maximum utilization of the existing facilities through Transport System
Management (TSM) Techniques. The short term proposals shall also have a
short-term traffic management plan including plan for pedestrian, cyclist
(NMT) and freight movement.
To formulate a long-term development plan (upto 30 years) and a medium-

term action plan (upto 10 years) for the public transport system, which shall
include a prioritized implementation strategy for an environmentally
sustainable and efficient integrated public transit system. The medium/long
term measures need to be reported separately. In addition, the proposals
shall also have a medium/long term traffic management plan including plan for
pedestrian, cyclist (NMT) and freight movement.
To recommend the appropriate implementation scheme for the identified
projects.
1.4. Scope of Services

1.4.1. Components of the study
The study has six main components:
Development of database
Planning of short term/intermediate improvement measures.
Development of four stage transport demand model taking into consideration
Do-nothing Alternative.
Planning of medium and long term measures.
Identification of mass transport system technologies and its integration with
other modes of transport.
Preparation of block cost estimates for the identified projects and
implementation strategy.
1.4.1.1 Development of Database

Necessary data and information has been obtained through secondary source and
field surveys. This has helped in analysing existing traffic and travel pattern, gaps
and identification of appropriate planning interventions
(I) Secondary Data Collection
Base year (2009-10) data like population, employment, master / development plans,
CDP etc. have been collected from various sources. The following secondary data
was collected as part of the study
Ward maps of Gangtok
Structure Plan for Gangtok
Other relevant reports, studies and information from concerned
departments

(II) Primary Traffic and Travel Surveys
Following primary surveys were carried out as part of the study:

a) Speed & Delay Surveys
b) Classified Traffic Volume Counts at mid block locations
c) Classified Turning Movement Survey at Intersections
d) Roadside Origin-Destination Survey at cordon points
e) Pedestrian Survey
f) Parking Survey
g) Household Interview Survey
h) Commuter Survey at Public Transport Terminals
i) Intermediate Public Transport (IPT) Passengers Survey
j) Road Network Inventory
(III)Data Compilation & Analysis
The data collected from various field surveys and secondary sources was screened,
coded and punched as per the pre-designed survey formats. The coded data was
then analyzed with the help of computer packages like cube 5.1 available with DDF
pvt.ltd.
The output from various types of surveys and their respective usages are
summarized in Table 1.1

Table 1.1 Traffic Surveys and Expected Outputs

S.No SURVEY OUTPUTS DATA USE
1 Speed & - Journey & running speed - Identification of bottlenecks along the
Delay - Delays corridors
(locations/cause/duration) - Travel demand forecasting
- Speed Flow relationship
2 Classified - Daily and Peak hour traffic - Short term traffic improvement
Traffic intensity schemes
Volume - Composition of traffic - Road capacity analysis
Counts (outer - Directional distribution - Road widening
cordons/ - Hourly variation - Calibration of demand model
screen line - Validation of traffic demand forecast
/mid-block)
3 Roadside - O-D matrix (external to external, - Planning of bus/IPT terminals
Origin- external to internal & internal to - Public transport routing
Destination at external - Demand modelling
cordon
4 Turning - Approach volume - Preparation of junction improvement
movement - Directional movements plans
survey at - Saturated capacity at junctions - Short term traffic improvement
2
junctions - PV Value schemes
5 Pedestrian - Intensity of daily pedestrian - Provision of footpaths
Volume traffic - Planning for cross pedestrian traffic
Counts (along - Peak hour pedestrian flow (zebra crossings)
2
& across) - PV Value - Grade separated facilities
6 Parking - Parking accumulation - Preparation on- & off-street parking
Patrol - Parking duration plans
- Parking space hours - Suggest parking management
- Parking index measures
- Parking turnover - Parking fee
7 Household - Socio-economic characteristics - Travel demand modelling and forecast
Travel Survey - Zonewise employment details - Scope of passenger shift from existing
- Travel characteristics modes to the recommended system
- Mode & purpose-wise O-D
matrices
8 Public - Comfort level of use transport - Formulation of transport strategy
Transport infrastructure - Improvement measures/system
Terminal OD selection
and - Planning of existing and new terminal
passenger infrastructure
counts
9 Mass - Comfort level of use IPT - Improvement in facilities for public
Transport/ transport infrastructure transport/IPT operation
Intermediate - IPT parking stands
public - Current transport cost
transport
passengers
Survey
10 Road - Details of cross-section - Network characteristics
Network - Abutting landuse - Planning for road improvement
Inventory - Road/footpath/surface conditions measures
- Street furniture - Pedestrian facilities
- TSM Measures - Node Link Diagram

(IV) Problem Audit
The outputs from the surveys and analysis of its data have been used to identify the
major problem areas and their quantification in the Study Area. The demand-supply
ratios of various transport facilities give an insight into the type and extent of
problems in various areas, corridors and junctions.
The following parameters have been taken into consideration for problem
identification:
1. Volume to Capacity Ratio (V/C)
2. Parking Parameters
3. Pedestrian Movement (PV2 Value)
1.4.1.2 Short Term Plan/Immediate Improvement Measures
(I) Traffic Management Plans
The short-term plans are prepared with a 5-year perspective. Traffic management is
the most cost-effective measure to alleviate traffic congestion, which gives
immediate results. There is large scope to exploit the potential of available transport
infrastructure efficiently. Various transport improvement strategies, which can prove
helpful in solving the traffic problem, related to smooth flow and parking, etc. have
been explored.
(II) Junction Improvement Plans
This component of work includes preparation of improvement plans for identified

critical/congested junctions in the study area. Junctions requiring improvements are
identified based on traffic characteristics and importance. Opinion from Gangtok
Administration officials has also been sought to include priority junctions for
improvement. The geometric improvement plans have been prepared for 12 critical
junctions.
The improvement plans includes the detailed analysis of existing physical & traffic
characteristics of the junction and development of alternative improvement options.
The improvement measures included are:
- Geometric design of the intersection (including channelisation, easing
of curves, provision of suitable median design, etc.)
- Footpath of adequate width with provision of guardrails

- Traffic signs
- Road markings
- Pedestrian/Zebra Crossings
Necessary traffic management measures have also been examined for the junctions
including turning restrictions in general to certain nodes. The proposals have been
developed in consultation with the Client and traffic police in order to incorporate
their views in the proposal.
(III)Planning of Pedestrian Facilities
It is proposed to plan the necessary pedestrian facilities for along as well as across
movement of pedestrians on all major corridors and junctions in the study area. For
the along movement, the citywide footpaths have been proposed to be
upgraded/improved. The basic aim is to reduce pedestrian conflicts with vehicular
traffic to the minimum.
Efforts have also been made to ensure that pedestrians are not exposed to safety
risks. Zebra markings are recommended at appropriate places where across
pedestrian traffic is significant and an analysis of PV2 (pedestrian-vehicular conflict)
has also been done to assess the need for grade-separated pedestrian facilities viz.
subways and pedestrian over-bridge. It has been proposed to provide pedestrian
foot over bridges or at-grade pedestrian crossing at all critical junctions.
(IV)Parking Demand Management
The unprecedented growth in the number of motor vehicles, especially the taxis and
cars along with the concentration of activities has led to acute parking problems in
the Gangtok City area. Parking demand far outstrips the supply equation since the
road space is limited and on-street parking is not possible on all the roads.
Moreover, there are no off-street parking lots leading to spillover of on-street
parking on the main carriageway, thereby impeding the movement of the traffic
stream. Thus, parking demand and the extent of short- and long-term parking
demand as obtained from the parking survey have been analysed and suitable
measures suggested to ease the parking problem.

1.4.1.3 Transport Demand Modeling

(I) Development of Traffic Zone System
A traffic zone system was developed for study area taking into account the
sector/census/ward boundaries, physical barriers like road, railway line, river, drain
etc. The zones were formed so that they are homogeneous within themselves with
respect to broad socio-economic characteristics. The cordon O-D survey and
household travel surveys were specifically based on this zoning system. The zone
centroids are the generation and attraction node for a zone.
(II) Preparation of Transport Network
The total transport network of study area has been prepared in terms of links and
nodes. The road nodes are the road intersections. The zone centroids are connected
to the surrounding road/rail nodes from where users can access the available
transport network/facility for movement from one zone to the other zone. The links in
the transport network represents section of road network between two successive
nodes. The existing link characteristics in terms of link capacity, speed, type of link,
associated zone, and other such properties are associated to each link.
(III)Development of Four Stage Transport Demand Model
- Trip End Prediction or Trip Generation: determination of the number of

person trips leaving a zone irrespective of destination, and number of trips
attracted to a zone irrespective of origin.
- Trip Distribution: linking of trip origins (production) with their destinations
(attraction).
- Modal Split: separation of trips by public transport and private modes.
- Trip Assignment: allocation of trips between a pair of zones to the most
likely route on the network.
General Outline of Traffic Forecasting Procedure is shown in Figure 1.1

Figure 1.1: General Outline of Traffic Forecasting Procedure
LANDUSE AND ROAD AND PUBLIC

ZONING SYSTEM SOCIOECONOMIC TRANSPORT
DATA NETWORK
HOW MANY TRIPS?

TRIP GENERATION
BY TYPE
WHAT IS THE
TRIP DISTRIBUTION PATTERN OF TRIP
MAKING?
WHICH MODE OF
MODAL SPLIT TRANSPORT IS
USED?
WHICH ROUTE IS
ASSIGNMENT
TAKEN?
(IV)Landuse Estimation for Base Year
One of the important aspects of traffic demand modelling exercise is the estimation
of base and horizon year landuse parameters. Base year landuse parameters like
population and employment have been taken from 2001 Census Data, and data
collected from Gangtok authorities.
1.4.1.4 Planning Of Medium and Long Term Measures

(I) On the basis of transport demand forecasts and identification of major travel
corridors for passenger traffic, a comprehensive set of transport planning
proposals has been detailed out. The medium term planning measures mainly
related to bus system planning and planning for IPT, NMV and pedestrians.
Identification of road stretches for widening/strengthening, suggestions on
various acts affecting traffic and transport systems.
Options for an integrated multi-modal network have been developed and evaluated

and a feasible and acceptable system has been proposed for further detailing.
All the proposals relating to public transport infrastructure, terminals, depots, road
widening and new links has been integrated with ropeway based mass transit
system for Gangtok Municipal Area.
The medium/long term improvement measures broadly includes the improvement/

development of pedestrian and other non-motorized transport, public
transportation/MRTS, motorized transport, intermediate public transport, road
network, new links and bypasses, intersections, extension of the railway line, parking
facilities, freight movement, multi-modal transport options/integration of modes,
traffic signage, lane marking, street furniture, passenger and freight terminals and
safety.
(II) Development and Evaluation of Alternative Mass Transport Networks
Forecast of intra-city and intercity passenger trips are assigned on road only network
comprising existing and proposed links so as to identify potential high-density
corridors. Mass transit corridors with average speed more than expected future
speeds on road in mixed traffic conditions are superimposed along potential
corridors on this road network to generate more than one alternative road-cum-mass
transport networks.
Assignments on road-cum-mass transport network has been repeated for alternative
average mass transport speeds corresponding to bus on mixed ROW and ropeway
based mass transit. For this purpose, tentative ropeway transit lines have been
formulated with tentative stops and station spacing.
These alternatives has been evaluated on the basis of pre-determined set of

evaluation criteria such as transport demand satisfied, length of networks, cost and
productivity of networks, operational and economic feasibility.
1.4.1.5 Identification of Mass Transport System Technology
and Its Integration with other Modes of Transport
After making an estimate of travel demand on the public transport network that
needs to be developed, an assessment about possible alternative transport systems

in relation to various corridors has been undertaken and an objective and technology
neutral evaluation has been carried out based on a set of parameters as listed
hereunder:
(a) Capacity
(b) Right-of-way requirements
(c) Speed
(d) Capital & Operating Costs of various systems
(e) Affordability
(f) Environmental impacts
(g) Social impacts
Road based systems are the first choice of mass transit systems as generally the
infrastructure is available and can be upgraded at minimal cost. Alternative road
based systems are:
- buses operating in mixed traffic conditions
- buses operating in segregated bus ways (at grade)
- buses operating in demarcated bus ways- at grade
Alternative rail based system are metro rail, light rail transit, monorail, ropeway etc.
Strengthening of ropeway Mass Transit System for the main corridors for the
Gangtok municipal area is most feasible options. Therefore, other modes of transport
need to be planned to integrate with ropeway.
The most appropriate option for multi-modal network and system has been
recommended on the basis of above evaluation as well as in consultation with the
Client.
1.4.1.6 Preparation of Block Cost Estimates for the Identified Projects
and Its Implementation Strategy
(I) Broad Cost Estimates
Preliminary broad cost estimates has been prepared for short, medium and long-
term measures. The cost estimates are on the basis of per km. development of new
road/rail infrastructure, etc. The unit rates have been taken from recently
completed/designed similar projects in and around study area. The unit costs for
short-term measures have been adopted from standard practices of transport
planning projects. These are based on CPWD norms with cost index applicable to

Sikkim area.
(II) Prioritization of Projects/Implementation Plan

a. Phase-wise Implementation Strategy
A Phased Implementation Plan has been prepared for developing the transport
infrastructure in the study area on the basis of expected transport demand and
investment required. The implementation plan has been finalised in consultation with
various stakeholders in order to have an idea of the likely availability of funds for the
development of various transport infrastructure and priority areas.
1.4.2. National Urban Transport Policy

The National Urban Transport Policy, 2006 of Government of India stipulates the
following objectives for urban transport planning:
To recognize that people occupy center-stage in our cities and all plans would
be for their common benefit and well being.
To make our cities the most livable in the world and enable them to become
the engines of economic growth that power Indias development in the 21st
century.
To allow our cities to evolve into an urban form that is best suited for the
unique geography of their locations and is best placed to support the main
social and economic activities that take place in the city.
1.4.3. Study Area

The study Area Considered for the preparation of the CMP is the Greater Gangtok
Planning Area which comprises of 75 sq. kms including the surrounding areas
namely Bhusuk, Ranka, Pakyong, Assam Lingzay, Rumtek, Penlong and
Pangthang. The effect of traffic coming from outside Gangtok Planning Area and
using Gangtok transport system shall also be taken into account. For this purpose
the Gangtok Planning Area shall be divided into traffic zones and included in the
study for the purpose of developing the origin and destination matrix affecting the
transport facilities in Gangtok Planning Area. The Study Area is shown in Figure 1.1.

Figure 1.2: Study Area: Gangtok and its Satellite Towns
1.5. Horizon Year

The horizon year for the study is year 2041. The travel demand analysis and phasing
for implementation of the network will be considered for the intermediate years of
2015, 2021, 2031 and 2041 also.

1.6. Methodology
The CMP for Gangtok city has been prepared on the basis of the methodology as
detailed out in the Toolkit prepared by M/o Urban Development
Figure 1.2: Methodology

CHAPTER 2
CITY PROFILE

CITY PROFILE
2
2.1. Introduction Photo 2.1 Himalayan Ranges
Sikkim is a small state in the
North Eastern region of the
India. Sikkim is located in
Himalayas. It is extended
approximately 114 Kms. from
North to South and 64 Kms. from
East to West. Total area of the
Sikkim is 7096 Sq. Kms. Sikkim is having a typical geographical location, biological
wealth, environmental settings and cultural diversity. The State is circled in the North
by the Tibetan Autonomous region of China, Bhutan in the East, Nepal in the West
and West Bengal in the South. Most of Sikkim lies on the lesser and greater
Himalayan Zone with girdling ridges having some imposing peaks and high altitude
passes. The exalted peaks of Khanchenjunga (8595 m) which is the third tallest
mountain in the world and high altitude Nathula pass (4728m) which has recently
been opened as the border trade post with the Tibet Autonomous Region of China
are all located in the State.
2.1.1. Climate
Climate of Sikkim state is typical Himalayan Climate. It is altitude that controls the
climate all through the year. All ranges of Himalaya acts as barrier for monsoon
wind. High rainfall and low temperature observed on windward side of the mountains
i.e. south side of the mountain ridge. Whereas on leeward side is comparatively dry.
Heavy snow fall and precipitation is a prominent feature of the Climate.
2.1.2. Glaciers and Lakes

As per the survey records there are in all 84 glaciers in Sikkim covering an area of
440 Sq. Km. There are permanent snow fields also covering an area of 251 Sq. Km.
These glaciers are acting as perennial sources of fresh water.
Lakes act as a major attraction for tourists in the Sikkim. There are approximately
150 lakes located at different altitude in Sikkim. Most of the lakes are with religious

significance. Most famous lakes are Tsomgo and Khecheopari lakes.

2.2. Gangtok
Gangtok the capital and largest town of Sikkim, is located in the South Eastern
districts of the Sikkim with the latitude between 270 21 to 270 16 North and
longitude 880 37. Altitude of Gangtok is 5500 Ft. above mean sea level. It is also the
headquarters of the East Sikkim district.
Map 2.1 Location Map
2.2.1. Connectivity
Road
Gangtok is connected by National Highway NH-31A to Siliguri. Though high altitude
and terrain acted as barrier in the process of connectivity, engineering advances
made it possible to improve the connectivity to Gangtok and overall all hilly towns in
North eastern region of India since past few years.Modal share of city buses in
Gangtok is negligible where as personlised vehicles and taxis hold the large chunk in
modal split.
Air and Rail
Nearest Airport is Bagdogra and the Railway station is Siliguri which is 117 Kms
away from Gangtok. It also has helipad link from Bagdogra Airport.
Weather
Gangtok weather is moderate in both summer and winter. Maximum average
temperature of Gangtok is 250 C (770 F) and minimum of 30 C (370 F). Gangtok
weather is alpine weather. Although snow fall is rare recently in 1990, 2004 and

2005 moderate snow fall observed in Gangtok. Average annual rainfall observed is
3494 mm over 164 rainy days. As Himalaya is composed of overlapping of tectonic
plates landslides is general phenomenon in Sikkim. Many times landslides cut off
Gangtok from other parts of India.
Map 2.2 Arial Map
2.2.2. Physiographic Character

Topography
Gangtok is topographically undulating. Topographically Gangtok is situated between
the elevations of 1300 M. to 1600 M. Gangtok is located in lesser Himalayas.
Gangtok is located on the either side of the ridge with elevation of 1600 M. The ridge
is running in the direction of South West to North East. Settlement pattern is affected
by the physiographic character of ridge and due to this reason Gangtok is developing
as a linear town.

Map 2.3 Physiographic Map of Gangtok
Source: Gangtok Structure Plan: October, 2009
2.2.3. Population
Population of Greater Gangtok area was 1, 06,746 (2000). 1According to census
2001 population in Gangtok Municipal area was 29,354. Gangtok the capital of
Sikkim is a major urban centre. Hence population growth in this particular town is
significant than any other hill town in Sikkim. Various economic activities and
urbanization acted as catalyst to rural poor to migrate to Gangtok for work
opportunities.
1 RITES Report 1997-98

Table 2.1 Population of Gangtok Muncipal Area

Sr. No. Year Population Decadal Growth
1 1951 2744
2 1961 6848 149.56
3 1971 13308 94.33
4 1981 36747 176.13
5 1991 25024 -31.90
6 2001 29354 17.30
Source: Census 2001
* From 1981 to 1991 growth rate of Gangtok is negative due to reduction of urban
area.
The Municipal area is further divided into 15 wards. The ward-wise population and
population and density details are given below.
Table 2.2 Ward Wise Population : Gangtok
S.No. Ward Population Area (in Ha.) Density (PPH)
1 Deorali 7631 28.20 270.63
2 Daragaon 8370 144.92 57.76
3 Tadong 5715 138.61 41.23
4 Ranipool 5284 108.72 48.60
5 Arithang 8684 34.80 249.53
6 Burtuk 8664 436.21 19.86
7 Chandmari 5484 298.13 18.39
8 Tathangchen syari 8114 239.09 33.94
9 Lower sichey 6377 316.19 20.17
10 Upper sichey 6094 72.22 84.38
11 Development area 7014 73.98 94.80
12 Upper m.g.marg 2855 12.91 221.15
13 Lower m.g.marg 5039 13.41 375.66
14 Tibet road 3726 27.68 134.61
15 Diesel power house 5094 17.52 290.73
Total 94145 1962.60 47.97
Source: MoUD, Gangtok
As evident from the table, population density of Gangtok is highly uneven.

Areas like Diesel Power House, Upper and Lower M.G. Marg, Deorali and
Arithang have a greater density compared to most other regions. This can be
owed to factors like proximity to market place, health facilities, offices, banks
and even bus and taxi stands. Lesser developed and geographically isolated
regions show low population density.

2.2.4. Growth Rate

Analysis of the population growth trends over the years shows that the
population in the GGPA has been highly inconsistent through the years.
Figure 2.1: Population Growth Trend
60
40
Growth Rate
20
0
1951-1961 1961-1971 1971-1981 1981-1991 1991-2001 Est. 2010
-20
Census Years
During 1951- 1961 the growth rate was 14.96% after that it decreased to 9.430% in
the year 1961-1971. This again increased to 17.61% in the next decade but during
1981-1991 it was negative due to the reduction of urban area. The rate of decadal
growth was 1.73 in 2001. It is estimated to have a growth rate of 43.49% by 2010.
2.2.5. Economic Base

Sikkims economy is largely agrarian, based on traditional farming methods, on
terraced slopes. The rural populace grows crops such as cardamom, oranges,
apples, tea and orchids. Rice is grown on terraced hillsides in the southern reaches.
Sikkim has the highest production and largest cultivated area of cardamom in India.
Because of the hilly terrain, and lack of reliable transportation infrastructure, there
are no large-scale industries. Breweries, distilleries, tanning and watch-making are
the main industries. These are located in the southern reaches of the state, primarily
in the towns of Melli and Jorethang. The state has an impressive growth rate of
8.3%, which is the second highest in the country after Delhi. In recent years, the
government of Sikkim has promoted tourism. Sikkim has a vast tourism potential and
by tapping into this the state has grossed an earnings windfall. With the general
improvement in infrastructure, tourism is slated to be the mainstay of the Sikkims
economy.
2.2.6. Ecotourism
Now Ecotourism has emerged as an important economic activity in the region which
includes trekking, mountaineering, river rafting and other nature oriented activities.
The number of Tourist arrival in Gangtok has shown an increasing trend from 1000

visitors in 1980 to 1,16,500 in 1997 and has reached a current level of 2,00,000 per
year.
There are many interesting places to visit in and around Gangtok. Some of the sites
of tourist interest are listed below:
The Namgyal Institute of Tibetology. It was built in 1958 and is a research

center for Mahayana Buddhism and Tibetan culture. Besides being a museum
of traditional and old artifacts, tourists can also buy Buddhist religious books
and other objects of craft.
Flower exhibition centre at White Hall complex and some private orchid
sanctuaries around town, which is home to around 500 varieties of orchids.
Rumtek Monastery; the institute is abode of the head of the Kagyupa order of
Tibetan Buddhism as well as a learning centre. Devotees and tourists visit the
monastery throughout the year.
The Tsomgo Lake enroute Nathula pass lies in the northeast direction of
Gangtok. Tourists require special permits to visit this picturesque lake.
Hanuman Tok, Ganeesh Tok and Bulbuley wildlife sanctuary are located on
the upper reaches of the city and offer an interesting experience to tourists.
For the adventure tourist, Gangtok has plenty to offer with adventure activities
like trekking, white-water rafting, yak safari, and mountain biking.
Tour operators in Gangtok offer interesting visits and treks to Pemayangtse,
Khechiperi, Yuksam, Tsokha, Dzongri, Thangshing, Zemathang, Chaurigang,
Tashiding, Barsey, Yangang, Rabongla, Sang and Sikip.
The state tourism department of Sikkim has been promoting the adventure
tourism potential of Gangtok.
2.2.7. Trade through Nathula Pass

Trade in the Hill State of Sikkim is upbeat on the prospect of Indo China Trade
through Nathula. Lhasa the capital city of the Tibet is 431 kms from Nathula and little
over 1100 kms from the port of Kolkata. At present the goods are transported to
Lhasa through Beijing and Shanghai. As the present route is of considerable
distance the trading community is expected to take advantage of the logistics for
export of goods from India to Lhasa through Nathula.

Siliguri and Jalpaiguri in West Bengal and the East and South Districts of Sikkim are
set to emerge as transhipment points for goods arriving from Kolkata port for Tibet
and China. At these two places, the plan is to load goods in smaller containers
before they make their way up the hills to Nathula via Gangtok. Besides sending
goods for the Indian market, Chinese exports to South-East Asia, Bangladesh and
Myanmar can also be routed through Nathula.
Gangtok being located en-route to Nathula and presently being the Administrative
and Business Capital of the State has to capture the immense gains that would
emerge from the Nathula Trade Route. 2
2.2.8. Direction of Growth for Physical Development

In the past few years Gangtok has experienced unprecedented spatial
expansion. Total area of Gangtok City is approximately 25 sq. Km. but as per the
City Development Plan (CDP) area of Greater Gangtok is 76.95 Sq. Km. which
includes urban and rural fringe around the Gangtok and population of same area
is 93,955 (Census 2001).The total area comprises of the surrounding satellite
towns namely Bhusuk, Ranka & Luing, Penlong & Pangthang, Rumtek, Assam
Lingzey and Pakyong.
Gangtok exhibits a similar form of development, where growth has been accelerated
as a response to increased economic opportunities. The primary growth axis for
Gangtok is towards the South and South West direction, along the NH 31A on the
Setipul- Ranipul axis. The terrain in this axis is relatively more favorable and
accessibility is enabled by NH-31A. Some of the urban fringe areas facing increasing
pressure on land development are Deorali, Tandong and Ranipul. There are also
several settlements growing along and off the Indira bypass and on the eastern
slope from Chandmari to Syari.
The existence of steep slopes, vulnerability to landslides, large forest cover and
inadequate access to most areas has been a major impediment to the natural and
balanced growth of the city. The existing physical pattern has been dictated primarily
by availability of land that is safe with respect to stability. In view of the development
constraints like landform, topographical features, watercourses, drains, ecology and
2 The Hindu
growth propensity, the future direction of growth needs to be spread over a larger
area. Under developed areas within the notified city area need to be opened up for
development through better accessibility and traffic and transport measures. Areas
below Indira Bypass and the surrounding revenue blocks, Siyari, Tahtnagchen and
Chandmari, Bojhoghari have potential to absorb some of the growth momentum in
Gangtok.
2.3. Study Area Profile
The study Area considered for the preparation of the CMP is the Greater
Gangtok Planning Area which comprises of 75 sq. kms including the
surrounding areas namely Bhusuk, Ranka, Pakyong, Assam Lingzay,
Rumtek, Penlong and Pangthang.
2.3.1. Satellite Colonies in the Greater Gangtok Area

Bhusuk
The Bhusuk hill facing Gangtok is located at a driving distance of 1 hour, i.e.
approximately 35 to 40 kms from Gangtok. This area is primarily represented
by a fragile eco system and is hence unsuitable for high-density growth. It will
be possible to create a habitat centre, interpretation centre, botanical gardens,
centre for flora and fauna. It may also be developed as a centre for sporting
facilities that do not require heavy infrastructure.
Pakyong
Pakyong is located at a distance of 25-30 kms from Gangtok. It is already
notified as one of the 9 urban centres of Sikkim. The proposed airport will be
located in Pakyong. There is also a proposal for the creation of an IT city in
Pakyong. The surrounding hinterland of Pakyong has the potential to develop
as an industrial zone because of its proximity to Bengal.
Assam Lingzay
Assam Lingzay is located around 15 kms from Gangtok within a driving
distance of around 30 minutes. Due to the land profile and enabling weather
this area should ideally be planned as a residential area. It also has the
potential to attract investments for development of institutions such as schools

and colleges so that the residential area can develop in tune with the schools.
Rumtek
The Rumtek hillside is located at a distance of about 20 kms from Gangtok.
The main magnet in Rumtek is the presence of Rumtek Monastery and the
Lingding Monastery which is located at Ranka but is within a driving distance
of 20 minutes from Rumtek. Focus of planning in this area shall have to be
tourism oriented. It will be essential to encourage low-density development.
Establishment of infrastructure for tourism related commercial activities is
essential here to reinforce the idea of decentralizing Gangtok. People of
Rumtek can avail of these services locally.
Pangthang, Luing and Ranka

The Pangthang, Luing and Ranka hill facing Gangtok is one continuous
stretch and is located within a distance of 10 kms from Gangtok and driving
time of 20 minutes. This entire belt may be developed into an institutional as
well as a commercial hub. Pangthang / Penlong is already developing as an
institutional hub with several educational and Government institutions such as
the GB Pant Institute of Himalayan Studies, Taktse International School,
proposed five star hotel, Department of Forest research centre, proposed
sports centre or Khelgaon, and the centre for Buddhist studies already
operating in the area.
The establishment of the Nathula trade is expected to further catalyse the

growth of Ranka and Luing due to the alternative highway that has been
proposed along the existing Ranka Luing Road to cater to the Nathula trade.
All urban services, especially transport terminals will have to be planned
immediately in Ranka to cater to the growing traffic. The vast area under the
city limits of Greater Gangtok emphasises the importance of intra city
transportation and regular commuting facilities. Due to the rapid economic
growth in its tourism related industries during the last two decades, it is
striving to manage the growing transportation requirements.

2.4. Civic Administration

Gangtok is not administered by a municipality but directly by the various
departments of Government of Sikkim, particularly the Urban Development
and Housing Department (UDHD) and Public Health Engineering
Department (PHED). These departments look after the civic functions such as
garbage disposal, water supply, tax collection, license allotments, and civic
infrastructure. An administrator appointed by the state government heads the
UDHD. The Sikkim Municipal Act, 2007 has approved the formation
of Gangtok Municipal Corporation which shall take over the administration
from the UDHD.

CHAPTER 3
REVIEW OF LAND USE SYSTEM

REVIEW OF LAND USE SYSTEM

3
3.1. Existing Reports and Documents
Gangtok does not have a statutory Master plan as such, and the growth of the city
has been mainly along the major transport corridors. The City development plan of
Gangtok which was prepared in 2006, gives an overview of the existing landuse
pattern.. A Structure Plan has also been prepared in 2009, which discusses the land
requirement and proposed landuse in 2040.This structure plan may be translated
into a Master plan in near future.
3.2. Landuse Patterns and Development Trends
It is observed that the total developed area has been increasing for the past three
decades. The highest growth rate has been seen in the industrial sector, which
shows a growth rate of 363.41% from 1985-1995, this is mainly due to coming up of
new industries along the NH-31A, there has also been considerable increase in the
transport and recreational sector, however residential, commercial and public uses
have been growing at a slower pace.
Table 3.1 Landuse
Sr. Landuse % to total Land Area
No. 1975 1985 1995 2006
1 Residential 65.48 54.82 49.56 43
2 Commercial 6.85 6.35 4.63 4
3 Public and Semi public 0.55 1.70 4.19 15
4 Transportation 13.42 12.21 10.57 19
5 Industrial 1.10 7.27 9.03 5.51
6 Recreational 12.60 17.65 22.03 13.49
Source: NEURDP, ADB Report, 2006

Figure 3.1: Landuse Gangtok :2006
Earlier Gangtok had an organic growth. Mixed landuse is prominent feature of this
City. The guiding factor for the development was accessibility and availability of
suitable land.
The landuse distribution of 1995 and 2006 shows decline in percentage share in the
residential area. However, there is considerable increase in public semipublic
landuse share. It was due to new institutions and other public buildings came into
being. There has also been increase in the share of industrial landuse.
3.3. Land Use of Some Specific Area
Pani house
Located along the National Highway, this area is characterized by steep slopes.
This locality is primarily a residential area having the presence of a large number
of hotels that have sprung up along the National Highway. Through traffic is a
problem on this route.
Arithang
This area is a suburb of Gangtok. Due to its close proximity to the core urban
area, a large number of commercial buildings are emerging especially along the
roads. Primarily, the area is residential in nature. There are slums located in
Arithang and the buildings types are characterized by a mixed type comprising
mostly of RCC buildings as well as semi pucca types. Large number of traffic is
generated from all over Gangtok to this area.

City Area
It is the most developed area. There are residential, commercial, public and semi
public use buildings. Banks, offices of FCI, NEDFI, PHED, PWD, Schools, Hostel,
Center for blind, clinic and Himalayan Nursery are just few to name. The existing
buildings have an average of 4-5 floors and maximum number goes up to 7. It
generates large traffic volume and needs organized parking sites
Enchey Area
This area is located in the upper reaches of Gangtok and is mainly an institutional
area. It is characterised by the presence of Enchey School and the oldest
monastery in Gangtok, Enchey Gumpa. Hostels, monastic hostel, schools, water
supply substation, water supply tanks and some residential buildings are situated
in this area. A large number of pilgrims congregate in this monastery on a daily
basis. Due to the presence of VIP colony nearby, this entire belt generates a
large volume of traffic and requires immediate intervention for creating a parking
lot for the VIP colony and monastery bound traffic.
Balwakhani
This area comprises of residential, public, semi public and commercial use
buildings. Offices of CPWD, LIC, Forest Department, Metrological, State Lottery,
Telecom and State legal offices are located in this area. There is a power
substation and generator room. It also generates large volume of traffic to and
from these centers.
Tathangchen
This area is ecologically fragile. The area comprises of buildings of mix use,
residential buildings being the predominant type. There are schools, offices such
as District Institute of Education and Training, Gram Panchayat, Administration
center, Green Houses, Power Station and water storage tank in this area. Traffic
pressure is not much in this area.
India Press
Residential, Industrial work sheds, offices, Press office, Guest house and public
utility buildings as water tanks and generator house are situated in this area.
Traffic is moderate in this area.

Chandmari
There are building of various uses such as residential, public and semi public in
this area. Green houses, Schools, ICDS School, monastery, BSNL office are
some of the public facilities available in Chandmari. Traffic is moderate in this
area
M.G. Marg and Tibet Road and Kazi Road

This area is the core business district of Gangtok NTA. This is a major hub for the
tourists and most employment is in the service area are buildings for residential,
commercial, public and semi public use. Several office buildings such as Birth &
Death Registration Office, CA office DIC, Education center, Health Center, LIC
office, Police Station, State Excise office, tourism office, vigilance office and
banks are located in this locality. The buildings are pucca and semi pucca in
nature. A large volume of traffic is generated to and from this area. Parking is the
main problem.
Deorali
Deorali is fast emerging to be a commercial and institutional hub of Gangtok.
There are many business enterprises apart from institutional buildings. The
Deorali Girls Senior Secondary School, private schools, private Colleges, Clinics,
Office of the Forest Department, State Trading Corporation of Sikkim Office,
Geological Survey of India Office, Health center Water Storage tank, Post Office,
SITCO Office, Banks, Telephone Exchange, Office of the Auditor General, Office
of the Divisional Engineer (Sewer) PHED, are also situated at Deorali. There are
a number of upcoming hotels, restaurants and commercial centers that indicate
the potential of this hub becoming a major commercial centre in the future. This
hub generates a large number of traffic in the city.
Namnang
This area is essentially a commercial hub. It is also an upcoming hospitality hub
with a large number of hotels in the locality because of its location. The scenery
of the surrounding hills from Namnang is exemplary and its proximity to the
market centre, schools, offices, Tibetan Tantric study institute, Chintan Bhawan
and the State Assembly have made it a place of demand for the tourists. During
function in Chintan Bhawan and State Assembly, traffic is generated in large

volumes. A separate parking facility needs to be created in Namnang. There is

the Tibetan Health care centre which also brings in a large number of people.
There are commercial units emerging in Namnang, alongside the existence of
schools, Press Club office.
Ridge Park
This area sits along the ridge and is one of the most beautiful locations in the city.
It is one of the main recreation centres of Gangtok, with the buildings such as the
White Hall Complex, an officers club and the Samman Bhawan dominating the
landscape. The Chief Ministers residence, Mintokgang stands on one end of the
ridge while the Palace stands on the other end. During function in Mintokgang
and Samman Bhawan, traffic is generated in large volumes. A separate parking
facility needs to be creating in Ridge Park area. It is the favourite destination for
joggers and morning walkers, Tae kwondo, badminton and sports enthusiasts
etc. The Flower Festival Pavilion located in this area exhibits flowers of Sikkim all
year through while holding flower festivals during spring and autumn. The areas
surrounding the Ridge is a notified Green Belt, hence building density along this
location is low. The view of the mountains is spectacular from the Ridge Park.
Tourists flock this area all round the year.
Tibet Road
Located off MG Marg, Tibet Road derived its name from the earlier trade route to
Tibet. It was the road where mules transported goods to Tibet. It is now the
second most important commercial centre of Gangtok. This area is one of the
most densely developed, comprising of buildings of residential use, offices, public
facilities & having a large concentration of hotels. The prominent buildings are
Health Care Center, High Court, Telephone Exchange office, and Nurses
Training Institute. It is a vibrant transportation route of the Gangtok.
TNA area
The dominant land mark in this area is the premier school of the State, Tahsi
Namgyal Academy or TNA. This area adjoins the Ridge Park area and is an
extension of the beautiful vast green landscape of the city. Since the surrounding
areas have been notified as green belt area, the area is not densely inhabited.

The buildings are of mixed type. There are offices such as the Akashwani,
Department of Sports and Youth affairs, and a few Government quarters.
Moderate traffic is generated from this area.
SNT Area
This areas landmark is the bus terminal of the Sikkim Nationalised Transport,
and its office. It has also over the years emerged as a institutional hub with
Schools like the Holy Cross Missionary School, St. Thomas School, District
Consumer Office, Fire office, Central Post Office, Tibetan Welfare Office, UDHD,
Power Sub Station, Most Backward Class Office, Banks, Industrial Work Sheds,
Computer Training Institute, St. Thomas Church and reputed hotels of Gangtok.
Large traffic volume is generated from this area.
Upper and Lower Sichey

Upper Sichay is predominantly a residential area, with a few hotel buildings, the
Paljor Stadium, Department of Fisheries office, health care center, District Courts,
District Collectorate Office, Zilla Panchayat office, IRB office, Power Grid
Corporation Office, Orchid nursery, Special Bureau Office, Motor Training
Institute. There are a few private schools and one Government School in the
area. It also generates huge traffic volume.
Tadong (Upper and Lower)

The growth trend of Gangtok suggests development along the South and South
Westerly axis wherein Tadong and Fifth Mile area is situated. This area is
Gangtoks fast emerging commercial and institutional hub. All along the National
Highway, commercial establishments of various kinds have come up. There are a
number of private and Government Schools in this area while the major
institutional buildings present here are the Krishi Bhawan, Animal Husbandry
Department, BSNL office, Central Water Commission, Census Office, Sikkim Milk
Union, Holy Cross Senior Secondary School, BahaI School, Sikkim Government
College, College Auditorium, Horticulture nurseries, Central Referral 500 bedded
Hospital, NBCC Office and Banks. Trade activities along the roads such as motor
car showrooms, workshops etc. are common in this entire belt. A large volume of
traffic is generated from this area.

3.4. Direction of Growth for Physical Development

In the past few years Gangtok has experienced unprecedented spatial expansion.
Total area of Gangtok City is approximately 25 sq. Km. but as per the City
Development Plan (CDP) area of Greater Gangtok is 76.95 Sq. Km. which includes
urban and rural fringe around the Gangtok and population of same area is 93,955
(Census 2001).The total area comprises of the surrounding satellite towns namely
Bhusuk, Ranka & Luing, Penlong & Pangthang, Rumtek, Assam Lingzey and
Pakyong.
Gangtok exhibits a similar form of development, where growth has been accelerated
as a response to increased economic opportunities. The primary growth axis for
Gangtok is towards the South and South West direction, along the NH 31A on the
Setipul- Ranipul axis. The terrain in this axis is relatively more favorable and
accessibility is enabled by NH-31A. Some of the urban fringe areas facing increasing
pressure on land development are Deorali, Tandong and Ranipul. There are also
several settlements growing along and off the Indira bypass and on the eastern
slope from Chandmari to Syari.
The existence of steep slopes, vulnerability to landslides, large forest cover and
inadequate access to most areas has been a major impediment to the natural and
balanced growth of the city. The existing physical pattern has been dictated primarily
by availability of land that is safe with respect to stability. In view of the development
constraints like landform, topographical features, watercourses, drains, ecology and
growth propensity, the future direction of growth needs to be spread over a larger
area. Under developed areas within the notified city area need to be opened up for
development through better accessibility and traffic and transport measures. Areas
below Indira Bypass and the surrounding revenue blocks, Siyari, Tahtnagchen and
Chandmari, Bojhoghari have potential to absorb some of the growth momentum in
Gangtok.
3.5. Physical Growth Constraints
The 4 aspects of constraints, when put together, give a very clear idea all physical
constraints affecting the Gangtok Municipal area. Following Map 3.1 gives
constraints plan would provide guideline for landuse planning in future. After
deducting the land under physical constraint total developable land will be 80% of
total land.

Map 3.1 Land under Physical Constraints

3.6. Landuse Development Policies and Strategies

Since Gangtok does not have an approved Master Plan, there are no definite land
development policies. As per the Gangtok Structure plan, to enable better sector
planning for local facilities, it is proposed for the GPA to be divided into 7 planning
communities. Sector planning will ensure a balanced catchment of facility users
within each community, while still adopting the user ratio stipulated in the Indian
Standards.
Table 3.2 Landuse Breakdown in GPA in 2040
S.No. Land Use Site Area (Ha) Percentage
1. Residential 935 35.4%
2. Commercial 150 5.6%
3. Institutional 132 5.0%
4. Industrial 55 2.1%
5. Sports and Recreation 14 0.5%
6. Special Use 279 10.6%
7. Public Green 139 5.3%
8. Open Spaces 936 35.5%
Total 2,640 100.0%
3.5.1. Summary of attributes:

Population 163, 346
Population Density about 6000 persons/km
Residential Units (Households) 32, 175
Commercial Space 2.8 million sqm
The total projected population for the Gangtok city in 2010 is about 1.6 Lakh. The
proposed municipal area has been increased from 19.6 Sq Km to 25 Sq Km. About
35.6% of the land is allotted for residential use, thus bringing down the total
percentage of land under residential use from present 43%.The land area under
commercial landuse has been increased to 150 Ha, which amounts for 5.6% of the
total area. Landuse under transport will be in between 15% to 20%. Taking it on
higher side the total land will be about 500 Hectares. This may be deducted from
open spaces, public green and special areas. 132 ha have been dedicated to
institutional landuse, taking into consideration the fact that Gangtok has a large
number of schools and other institutions. Only 2% of the land area has been allotted
for industrial uses, which include small and medium scale industries.14 Ha of land or

0.5% have been allocated for sports and other recreational facilities and 279 Ha has
been reserved for special use. Considering the fact that Gangtok falls in ecologically
fragile zone, almost 41% of the area have been kept open, out of which 139 ha have
been reserved for public green and remaining 936 Ha are open spaces, which
include steep slopes and other inaccessible areas.
The structure plan is silent about landuse under transport activity, whereas transport
is an important landuse, which actively contribute towards economic development.
Earlier CDP has given 19% of land under transport. In future this share will remain
between 15%-20% of the total land area. (Map 3.2)
3.7. Issues
Most of the areas are characterized by dense building forms along the roads and in
areas that are situated close to arterial roads. Due to inaccessibility, commercial
activities are concentrated only along roads.
Most of these areas have poor approach and internal roads are located on
steep slopes, do not have proper footpaths.
Drainage and landslide issues need to be addressed holistically for all the
areas.
Organized open space is required for most of these areas.
Commercial units need to be earmarked for an organized growth pattern as
there is no proper land use pattern in Gangtok.
Parking of cars is concentrated on the roads thus adding to the congestion.
Creation of localized parking lots for private cars and taxis is very important.
Landuses are not properly defined hence transport network need to be
suggested on felt need basis

CHAPTER 4
EXISTING TRANSPORT SYSTEM

4 EXISTING TRANSPORT SYSTEM
4.1. Existing Studies, Reports and Proposals

Various Transport surveys and studies were conducted from time to time those are:
City Development Plan (2006),
Transport Study by Center for Indian Road Transport (2005),
Performance improvement Measures for SNT by CIRT, Pune,(2008)
Structure Plan by Surbana (2009)
Transport Study by Wilbur Smith Consultants (2008),
Transport Study by RITES,
All these studies were considered to understand transport related problems and their
appropriate solutions.
4.1.1. City Development Plan (CDP)

City development plan for Gangtok is prepared by Shristi Urban Infrastructure
Development Ltd. Major findings of CDP are as follows.
The major roads are
National Highway No.31A (Gangtok-Siliguri),
North Sikkim Highway connecting Gangtok with the North District
Jawaharlal Nehru Road, (the trade route link between China and India) .
Full establishment of Nathula pass will also strengthen the road network in
future. The same route will be developed as fright corridor for international
trade and import export of goods.
Gangtok is linear city and topographically also it has great difference in

highest and lowest altitude. Topography acts as a barrier to road alignment.
Most of the roads in Gangtok are two lane, undivided and footpath on one
side and drain on the other side. Roads in Gangtok are narrow in width.
Gradient of roads are also slightly high.
Some areas in Gangtok are not accessible through vehicles.There are no
designated terminal facilities for goods vehicles and goods are transported to

the local sites in smaller vehicles.90% of the traffic is intra-city and only 10%
traffic is interstate traffic.
Congestion are recorded on following junctions
I. Metro-MG Marg Junction

II. Hospital junction
III. Community Hall Junction
IV. Lall Bazar junction
V. Deorali Junction
VI. Tadong (Daragaon) Bazar
VII. Sikkim Govt. College entrance-exit point
VIII. M P Golai
IX. Zero point junction
Under traffic management measures 4 roads are used for one way traffic flow
those roads are Sadar Thana Road, DPH Church Road, Portion of Tibet Road
and Kazi Road.
Journey speeds vary from 11 kmph to 27 kmph. The traffic volume data
recorded at various locations bring to light that out of ten locations, six
locations experience a gush of more than 10,000 PCU, during the day. The
analysis of volume/capacity ratios (VCR) reveal that the maximum VCR is
along the primary spine of the city as well as on the roads near the core
commercial area of the city. Thus, on an average day the peak volume varies
from nearly 350 to 590 PCUs.
The pedestrian traffic volume survey at 4 locations show high pedestrian
volumes mainly on MG Road, Indira Bypass and Deorali Bazar Road.
The land use pattern around the area is typically mixed, comprising of
residential/semi-public/commercial buildings.
A survey for on-street and off-street parking 80% of the parking is of short-
term duration, with a high turnover.
The acute traffic problems that Gangtok faces presently are in the areas of
Metro-MG Marg Junction, Hospital junction, Community Hall Junction, Lall

Bazar junction, Deorali Junction, Tadong (Daragaon) Bazar, Sikkim Govt.

College entrance-exit point and Zero point Junction. A special effort has to be
undertaken to provide interconnecting road links between major arteries of the
city.
Table 4.1: Identified Projects in CDP, Gangtok: 2006

Sl. No. Type Of Project Total Nos
1 Improvement of Selected Urban Roads 12

2 Improvement of Major Intersections 6
3 Parking 9
D Truck /BusTerminal 2
E Pedestrian foot over bridge 7

F Improvements of footpaths 10
Source: CDP Gangtok, 2006
4.1.2. CIRT Study

A study on the traffic situation of Gangtok was carried out by CIRT, Pune in the year
2005. The findings of the study are
The highest daily traffic in Gangtok is observed at Deorali i.e. 35,758 cars, followed
by Hospital junction i.e. 32,296 cars and at Denzong Junction i.e. 30,484 cars.
Table 4.2: Traffic at intersections / mid blocks
Sl. No. Intersection Total volume of vehicles
1 GICI 12,809
2 Hospital 32,296
3 Metro 22,792
4 Denzong 30,484
5 Deorali 35,758
6 Indira bye-pass 26,224
Source: CIRT, Pune, 2005
The maximum hourly traffic volume was observed at Hospital junction of 4277
vehicles per hour. The other two important intersections at Denzong and Deorali
recorded a volume of more than 3000 vehicles per hour.

Table 4.3: Peak Hour pedestrian flows (along the road)

Sl. Location Peak Hour flow
No.
1 Police Head Quarters 1,830
2 Bansi Lal Petrol pump 2,022
3 Deorali Five ways junction 678
4 PS Road (Near Post Office) 927
5 Orthopaedic Hospital Junction 1,321
6 Tadong School Crossing 236
The share of personalized vehicles and taxis combined was observed at 98% of the
total vehicles in Gangtok, which is very high.
Table 4.4: Peak Hour pedestrian flows (along the road)
Sl. Location Two wheelers Car/Jeep/Taxi Bus Goods Vehicles
No.
1 GICI 8.0 89.5 0.6 1.9
2 Hospital 7.7 91.5 0.4 0.4
3 Metro 10.6 88.7 0.4 0.3
The higher percentage of the private vehicles and taxi is evident from the survey
findings as among the taxi users 16% were tourist and 84% are local residents in
which 36% are the daily commuters and 64% are occasional.
Keeping view the environmental, regional and tourism importance of the town need
of mass public transport is felt. When asked during the survey 92% of persons
interviewed were in the favour of the minibus services to be introduced with higher
frequency.
Key Issues and Challenges
Inadequate Road Infrastructure narrow carriageways, junctions, signage

and traffic management, etc.
Integration of landuse plan and transportation planning.
Streamlining the heavy cargo transport.
Low Share of Public Transport resulting in traffic menace and environmental
degradation.
Safety Institutional accountability Lack of awareness and non-compliance of

the commuters to traffic regulations.

CMP may also select few more areas other than above referred colonies and
townships.
CMP will also suggest connectivity pattern of these colonies with Gangtok and
also among these colonies for better movement pattern.
CMP will finalize projects after analyzing primary survey data/information
collected as per formats given in annexure.
CMP will also suggest phasing in implementation of projects based on their
priority of urgency.
4.1.3. Performance Improvement Measures for SNT by CIRT

This particular report is prepared by CIRT Pune in December 2008. This report
discuss about how SNT established and what is its present status. Earllier in 1951-
52 SNT was established for fright services and presently it is also looking after
passenger transport in Sikkim State. The support from State government to SNT was
limited this caused inability to replace or augment its fleet on time to improve the
quality of its services.
Major objective of this study
% increase in per Km charges for passenger tickets and fright charges per
Km. per ton.
Optimal utilization of existing fleet and manpower.
Measures to be adopted for plugging the leakage in revenue.
Measures to be adopted to reduce turnaround time for fright operation
Ways and means to be adopted for route rationalization
Measures to tackle the private operations in passenger and freight vehicles
Recommendations or suggestions to improve passenger service and ratio of
staff
Optimal utilization of workshop facility
New technologies introduced to reduce waiting time and increase efficiency of

existing fleet. Separate majors are suggested for Fright operations, passenger
transport services, basic infrastructure development, Fleet replacement and

Augmentation and maintenance management.
4.1.4. Gangtok Structure Plan: Surbana

Gangtok structure Plan was prepared in the year 2009. It was prepared for a span of
30 years, i.e. upto 2040.The structure plan has discussed about the existing linkages
by roads in Gangtok. This included study of existing road network and also the
existing ropeway system. The study concluded
The NH 31 A acts as the spinal cord of the city, and it is highly overloaded
and congested.
Road Widening not possible due to steep terrain and space constraint.
New Road Schemes to be explored
The ropeway service is commonly used by residents working within the CBD
area, as it avoids road congestion and has shorter traveling time to work.
In Proposed landuse of Structure Plan area under circulation and
transportation was not discussed or covered, which is important part of any
landuse plan.
The structure plan has also proposed a new road structure-

New inner and outer Ring road has been proposed
A new link in the west to connect the to-be-implemented new State highway.
A new junction in the south to link the outer ring road with a route to Pakyong
Airport.
New Collector roads added as connectors between the ring roads and the
national highway to enhance overall traffic circulation.
New road hierarchy is proposed with 6 levels.
4.1.5. Wilbur Smith Associates in 2008

In a recent study conducted by Wilbur Smith Associates in 2008, Gangtok was given
a ranking of 1.1 on a scale of 5, meaning that pedestrian facilities are quite
inadequate and there is scope for much improvement.
4.1.6. Transport Study by RITES

RITES had prepared the Gangtok Masterplan in 1997.The major contribution of the
study is population projection for the year 2010 and 2020.Transport survey of
Gangtok has been conducted by RITES and as an outcome of the survey proposal

for pedestrian footover bridges were suggested and built on following locations
Hospital Junction
Metro Junction 2 pedestrian cross over bridges were constructed
Lal Market Junction
4.1.7. NEURDP Study:

This study discusses about the change in landuse in Gangtok for last 4 decades.. As
per the study, it is evident that the city area has consistently increased since 1975.
Thereby the percentage for each landuse has decreased, even though the
population and density has increased over the years.
4.1.8. Gangtok Integrated Development Plan 2000 Study:

This study was prepared in 1987 for the year 2000 and it was for an area of 725 Ha
out of the 725 Ha 70% area is already covered, while the remaining area comprises
of vacant land, agricultural land, Jhoras and area under tree cover..
4.2. Existing Transport Infrastructure

4.2.1. Connectivity
Gangtok is connected mainly by road with rest of the regions. The National Highway,
NH-31A is the major connector of Gangtok to Siliguri, Darjeeling and Kalimpong.
Regionally Gangtok is developing on the East, West and South direction due to good
connectivity by road. Nearest Railway station to Gangtok is Siliguri which is 120 Km
away from Gangtok. Nearest airport to Gangtok is Baghdogra. At city level, major
traffic generating nodes are work centers, commercial centers, recreational centers
and transportation terminals. Inter-state and intra-state buses are available on the
same terminuses which are located at Paljor Stadium Road and at the private taxi
stand near the Police Headquarter. As both these terminals are located very much in
the core city area they are causing traffic congestion.
The major roads are:

National Highway No.31A (Gangtok-Siliguri),
North Sikkim Highway connecting Gangtok with the North District
Jawaharlal Nehru Road, (the trade route link between China and India).
Full establishment of Nathula pass is likely to strengthen the road network in

future. The same route will be developed as fright corridor for international
trade and import export of goods.
The only other alternative connectivity to Gangtok is by helicopter service provided

by Pawan Hans Helicopters Ltd. The service is quite unreliable and susceptible to
bad weather.
4.2.2. Road Network

Gangtok is a linear city that has developed along the arterial roads, especially
National Highway 31A. The length of the city is about 25 km. The NH-31A, North
Sikkim Highway, Indira bypass and JN Road act as the major regional roads
converging at or passing through the city. Apart from these, the other major city
roads are Tibet Road, M.G. Marg, Kazi Road, Paljor Stadium Road, Indira by-pass
and Namnang Road, that connects to the National Highway. In addition to these,
there are several other roads in the city that provide internal accessibility.
Table 4.7: Road Profile Gangtok
Two Way One Way Junction
Metro-MG Marg Junction
Nam Nang
Hospital junction
Tibet Road
Sadar Thana Road Community Hall Junction
Development Area
DPH Church Road Lall Bazar junction
Road
Portion of Tibet Road Deorali Junction
Arithang Road
Kazi Road (Feeder) Tadong (Daragaon) Bazar
Sichey Road
Sikkim Govt. College
J.N. Road
entrance-exit point
Syari Road
M P Golai
By-Pass Road
Zero point junction
Most of the road length in Gangtok, is of two lane undivided carriageway with foot
path on one side of the road and drain on the other. The steep gradient of the
different road stretches coupled with spiral road configuration act as a constraint for
smooth flow of vehicular as well as pedestrian traffic. About 75% of the primary road
network has a carriageway ranging from 6-8m. Another 25% of the road length has
carriageway ranging between 8-10m. There is no road apart from MG Marg, which
has divided carriageway in Gangtok. The bypass road (Indira By Pass) has a total
length of 11.2 km. The National Highway 31A has a footpath running along its entire
length from Ridge Park, Zero Point up to Ranipul. The width of the footpath is 1.2 m

inclusive of the railing and appears inadequate given the high pedestrian volume.
The Right of Way (ROW) of NH 31A for 69% of its length in Gangtok NTA is 5-10
meters wide. The average Carriageway Width (CW) of other roads of Gangtok is 5.5
to 7.0m wide. The existing roads of Gangtok are essentially narrow to accommodate
the high volume of traffic, and the road geometry inappropriate.
4.2.3. Congestion are recorded on following junctions

Metro-MG Marg Junction
Hospital junction
Community Hall Junction
Lall Bazar junction
Deorali Junction
Tadong (Daragaon) Bazar
Sikkim Govt. College entrance-exit point
M P Golai
Zero point junction
The gradient of roads is also moderately high in certain lengths, to the tune of 1:10
gradient, especially along Kazi Road, Tibet Road, Namnang Road, Sichay Road and
Paljor Stadium Road owing to the terrain.
4.2.4. Terminals
Gangtok has two bus terminals serving both interstate as well as intra state buses at
P.S. Road and Police Head Quarters. These consist of 7 bus bays. Another 7 are
expected to come up in the second phase of construction. These terminals are
presently being used by the local taxi and private vehicle owners also.
4.2.5. Pedestrian Facilities and NMT Profile

In Gangtok, footpaths are constructed along the National Highway only and foot over
bridges have been constructed at only a few junctions. The width of the footpath is
1.2 m inclusive of the railing and appears inadequate given the high pedestrian
volume. With no pedestrian facilities on other roads, commuters are unsafe while
walking along and across the roads.

In a recent study conducted by Wilbur Smith Associates in 2008, Gangtok was given
a ranking of 1.1 on a scale of 5, meaning that pedestrian facilities are quite
inadequate and there is scope for much improvement.
4.2.6. Ropeways
A one km long cable car with three stops connects lower Gangtok suburbs with
Sikkim Legislative Assembly in central Gangtok and the upper suburbs. Due to their
higher costs, these are not as popular with local commuters as they are with tourists
owing to the aerial view of the whole city that they provide.
There are no designated terminal facilities for goods vehicles and goods are
transported to the local sites in smaller vehicles.
90% of the traffic is intra-city and only 10% traffic is interstate traffic. Average trip
length is 8 to 10 Km. this also depicts that regionally this area is developing very
well. Purpose of trip is also mixed type.
Gangtok is acting as centre for many commercial activities. This has been supported
by goods traffic desire pattern.
Private mode of transport is influenced by tourists almost 50% of the trips of private
taxis generated by tourists for sightseeing and shopping.
4.2.7. System Inadequacy

An inventory of the major road network was undertaken for about 18 km length
indicated that the road condition is fair and some roads need immediate resurfacing.
The right of way (ROW) varied from 5m to 12m, while indicating that there is no
scope for further widening of these roads. Barring M.G. Marg, which is 4-laned and
divided; the average carriageway of other roads including the NH-31A and Indira
Bye-pass is 5.5m on an average. Only 12% of the road network in Gangtok has
pedestrian sidewalk i.e. mainly along the National Highway. Cross drainage and
longitudinal drains provided across and along these roads are not maintained
adequately and lack in regular/periodic maintenance. The land use pattern around
the area is typically mixed, comprising of residential/semi-public/commercial
buildings.
Speed profiles on the primary road network in Gangtok reveal that journey speeds

vary from 11 kmph to 27 kmph. The traffic volume data recorded at various locations
bring to light that out of ten locations, six locations experience a gush of more than
10,000 PCU, during the day. The analysis of volume/capacity ratios (VCR) reveal
that the maximum VCR is along the primary spine of the city as well as on the roads
near the core commercial area of the city. Thus, on an average day the peak volume
varies from nearly 350 to 590 PCUs.
The pedestrian traffic volume survey at 4 locations show high pedestrian volumes
mainly on MG Road, Indira Bypass and Deorali Bazar Road. This high volume of
pedestrian traffic is due to commercial activities in these areas. Footpaths are
present on all the major roads but their width is not adequate to carry the present
load of pedestrians. M.G. Marg, the main shopping street is closed to vehicular traffic
and records the highest volume of pedestrians from 5-9 pm.
4.3. Public Transport System
Sikkim Nationalized Transport (SNT) provides public transport service to the people
of Sikkim. The entire bus passenger transport service is the state is nationalized with
no private bus operators. Currently, SNT has a fleet of 75 buses and 83
truck/tankers. SNT operates on routes from Gangtok to Siliguri, Mangan, Jortang
and Rangli. It presently employs 900 people and has 35 bus routes throughout the
state. There are 3 depots at Gangtok, Jorthang and Rangpu.
The operation of the public transport system provided by SNT is currently on a
decline with reduction in its fleet size over the past years. The total number of SNT
buses in 2008 was 75. During the last decade, the bus fleet has declined by 48.28%
and the truck /tanker fleet has reduced by 45.75%.
SNT has about 10 buses catering purely to school trips, 5 catering to city service
Gangtok by the name of Red Panda City Runner. The city buses run on 5 routes with
one bus on each route, a frequency of 1 hour and 4 round trips between 7am and
6pm. The city buses run with an average fuel efficiency of 4.08 kmpl, an EPKM of
around Rs. 18.45 at Rs. 1.20 as the average fare per km. Gangtok has been
sanctioned 25 buses under the bus funding scheme of JNNURM, Ministry of Urban
Development, which are yet to be operational. These are expected to bring about a
major change in the public transport outlook of Gangtok. The existing routes of SNT
city services are given in the following table.

Table 4.8 : Existing routes of SNT city services

Seating EPKM Route Length Fare Fare/Km
Origin Destination
Capacity (Rs.) (Kms) (Rs.) (Rs.)
Gangtok Penlong 28 17.5 12 11 0.92
Gangtok Setipool 33 16.1 11 16 1.45
Gangtok Jalipool 33 16.8 15 15 1.00
Gangtok Rumtek 28 16.3 NA NA NA
Gangtok Marchak 28 14.4 NA NA NA
Source: DPR for procurement of buses, Gangtok.
Para transit mode of travel is an intermediary facility falling in between traditional

public transport and the personalized automobiles. It is also referred to as
Intermediary Public Transport (IPT). IPT has a potential to overplay its role and
rather than being useful can become a nuisance as seen in the case of Gangtok.
Taxis are the most widely available public transport within Gangtok. Most of the
residents stay within a few kms of the town center and many have their own vehicles
such as two wheelers and cars. The share of personal vehicles and taxis combined
is 98% of Gangtoks total vehicles. City buses have a share of less than 1%. Those
travelling longer distances generally make use of share-jeeps which is a kind of
public taxi.
Existing fare structure of Taxis is as given below:
Rs. 9.85/- per km upto 50 kms.
Rs. 7.88/- per km from 51 to 100 kms.
Rs. 6.90/- per km from 101 kms. onwards
4.4. Urban Goods Movement

The share of goods traffic varies from 1.4% to 5.7% and the average is about
3.7%.There are no designated terminal facilities for goods vehicles from where
goods are transported to the local sites in smaller vehicles.
In gangtok the freight transport services are provided both by Sikkim Nationalised
Transport (SNT) and private operators. However, the operation of private trucks is
monitored by SNT through collection of supervision charges from trucks entering
Sikkim. To study the freight operations in Gangtok, the DDFPCL team has done a

reconnaissance survey to assess the ground reality besides having discussions at

check post, terminal and head office with officers and staff including drivers.
The survey and discussions has revealed that SNT is providing point to point service
as and when informed by the consignee. Further, in order to meet excess demand,
SNT is hiring the services of private operators. The regular consigners of SNT
include Armed force, FCI and Govt of Sikkim. The Govt of Sikkim has made it
compulsory that the transportation of goods meant for government purpose are
carried by SNT or under arrangement authorized by SNT. The armed forces have
been continuously hiring the services of SNT on yearly renewable contract basis.
Siliguri in West Bengal is an important place especially from operational point of view
as it is an important loading point (i.e. NGP, Bangdupi and TCP). Most of the trucks
and tankers movement takes place from Siliguri to various destinations in Sikkim.
All trucks and tankers enter Sikkkim through either Malli Check post or Rangpo
Check post where SNT have their counters. Majority of freight movement is passing
through Rangpo check post. At these counters, SNT is collecting supervision
charges from private operators besides details like Origin, Destination, quantity of
materials carried etc. Private trucks and tankers carrying essential commodities like
rice, milk etc are exempted from supervision charges.
FREIGHT OPERATIONS IN SNT
The movement of goods across Gangtok comprises of Bricks, Cement indicating
development activities in the city.
Table 4.9: Composition of Goods Traffic
Sr Total
Name of Location Truck Lcv Others
No goods
Lal Market Intersection Volume
1 Nos 101 81 87 269
Count
0' Point Intersection Volume
2 Nos 113 105 47 265
Count
Amdo Golai (Indira Byepass)
3 Nos 361 240 140 741
Intersection Volume Count
Ridge Road & NH 31 A Volume
4 Nos 140 247 119 506
Count at Intersection
2rd Mile Ganesh Tok
5 Nos 243 276 188 707
Intersection
6 Power Station Road Junction Nos 324 238 127 689
Source: DDF Primary Surveys
2009-10
The other types of goods comprises of manufactured items and transport goods. The

challenges that are faced by SNT are not only internal but also external. The internal
problems include operation of old fleet, reducing fleet size, and lacunae in system of
coordination of freight movement while external problems include narrow roads with
many bends, land slide prone areas, excessive fog in particular seasons and altitude
effect causing breathing problems etc.
From the analysis of OD of freight movement in the city it was found out that Siliguri-
Gangtok-Siliguri is a major freight corridor with about 25% of the trips falling in this
category. Considering the likely pattern of freight movement as far as essential
commodities are concerned, the major freight corridors would comprise of Siliguri to
district headquarters since the distribution of commodities would take place from the
district headquarters to remote areas. In future it is likely that Rangpo will develop in
to a major warehousing center and goods movement to all major areas would take
place from Rangpo.
Strategies to Reduce Turnaround Times
A turnaround time is defined as the average time elapsed between the trucks arrival
at your facility and it is departure after completing the necessary work and loading
processes. This has a significant impact on profit only when loading and paper work
handling is carried out in same premises. Trucks waiting time for loading and
unloading, 0at F.C.I the loading time allotted is 7 hrs and unloading time is 2 hrs. but
the actual time taken for loading/unloading is more than what has been specified. It
is evident that the delay is from consignees side. SNT may consider making
financial provisions to employ contract labour for loading/unloading of goods to
reduce turnaround times.
To increase the utilization of trucks it is recommended that SNT should focus on
setting up of a systematic information data base. The information system should
have details like arrival of truck on return to origin after unloading,
fitness/preparedness of truck to take up next trip etc. it will help SNT to use their
resources optimally and monitor the movement of vehicles. Further, it is
recommended that a vehicle tracking system may be installed on all vehicles.
4.1. Traffic Safety and Enforcement
At present the RTO and Gangtok Traffic police are regulating the traffic in Gangtok
city. The enforcement of all traffic rules is as per the National Motor Vehicle act,
1988. There are no signalized junctions in the city and the traffic is managed
manually. For pedestrian safety, guarded footpath exists along the national highway,
but not on any internal roads. There are 3 footover bridges at Arithang Junction near

Lal Market, Hospital Junction and M.G. Bazar Road Junction. These are highly
inadequate keeping in view the heavy vehicular flow in the internal roads.
4.2. Legal Framework and Standards
At present the RTO and Gangtok Traffic police are regulating the traffic in Gangtok
city. The enforcement of all traffic rules is as per the National Motor Vehicle act,
1988.
4.3. Institutional and Financial Situation
Efficient Institutional set up has direct and immediate effect on the quality of life of
the city. The improvement in governance has a visible impact in the city as
successfully witnessed in some of the cities of India. The proactive leadership and a
committed administration are the underlying reasons of these successes. This
section outlines the present governance structure and institutional framework related
to infrastructure development especially transport sector of Gangtok. Provision of
facility and service is the basic function of Urban Development and Housing
Department. With the implementation of the statues in accordance with the 74th
amendment, it is imperative to have a local body and the functions of local body to
be carried out by it.
The institutional framework for Gangtok is at two levels. The UD&HD has the
administrative and legal jurisdiction along with the responsibility to develop the city
infrastructure and provision of services to its citizens. At the other levels the other
Government agencies of the PHED and PWD, Power, Transport have an
independent charge of the operations relating to their agencies and there is
adequate coordination between the Departments to address emerging issues.
Generally it is the Municipality that looks into the functions of the local departments.
In case of Gangtok, the Municipal Corporation Act was passed in 1975, though it
was never fully implemented. The city administration was formed and placed under
an Administrator. In 1985 the Act was repealed and the functions of urban local body
were transferred to the state government. The Sikkim Municipal Bill 2006 is in the
process of finalization, which is in accordance with 74th constitutional amendment.
According to the Notification of Government of Sikkim dated 03.03.2004 the
functions and statutory rules for the UD&HD include:
Public Service-Statutory Rules of the service regarding transportation issues,
with which the Department is concerned, are the Byelaws of Passenger Aerial
Ropeway in Sikkim.

4.7.1. Public Works Department (PWD)

The Public Works Department is responsible for construction and management of
roads and buildings. The broad functions can be listed as:
To plan and execute highways in the state
To execute works related to various state government projects, including
buildings
Managing and supervising the deposit work
Control of roads
Restriction on traffic
Land use control for areas affecting public road
The administrative setup of PWD is given in Figure 4.1

Figure 4.1 : Administrative Setup of PWD department.
Prevailing Issues in transportation sector to be addressed through Institutional

reform
Several road stretches within the city is vulnerable to floods.

Ribbon development along the primary road network a major constraint
towards capacity improvement of road networks. Capacity of roads is further
limited by on-street parking and commercial establishments.
Need for provision of parking facilities, development of truck/ bus terminals
etc.

Traffic safety and law enforcement.

Road safety, road design, management and operations.
4.4. Environmental and Social Conditions

It needs to be ensured that, the state shall endeavor to protect and improve the
environment and to safeguard the forests and wildlife and to protect and improve the
natural environment including forests, lakes and rivers and wildlife and to have
compassion for the living beings. In Resolution No. 3-1/86-FP dated the 7th
December 1988, the Government of India, Ministry of environment and Forests,
enunciated National Forest Policy to be followed in the management of state forests
in the country. However, over the years, the environment, forests and land in the
state of Sikkim have come under serious pressure due to the fact that more than
80% of the land resources of the state are under the management of the Department
of Forests, Environment & Wildlife. Due to the increase in human population and
cattle population and increase in development activities in the state, the pressure on
the environment, forest and land is increasing at a very fast pace. Due to increase in
human population, there is increase in demand for land for house construction,
agriculture, road construction, projects and other developmental activities.
Transportation sector/Traffic of Gangtok is one the most important contributor
to environment degradation of the town.
4.8.1. Vehicular Pollution

Petrol Driven Vehicles
Altogether 83.72% of the petrol driven vehicles were meeting the specified standards
and 16.27% of the petrol driven vehicles were not meeting the stipulated standards.
Table 4.10: Petrol driven vehicles monitored for CO%

Co
Sl. Type of Total Vehicles Total Vehicles Total Vehicles Not
No. Vehicle Monitored Complying the Complying the
Standards Standards
1 Two Wheeler 54 48 06
2 Four Wheeler 161 132 29
Total 215 180 35
Source: State of Environment Pollution Report 2004

Diesel Driven Vehicles

A total number of 90 diesel driven vehicles were monitored which included Buses,
Lorries, Mini Lorries, Commander jeeps etc., of different makes at peak hour in
commercial and traffic area. It was observed that 78 vehicles (86.66%) were meeting
the standards. However, 12 vehicles (13.33%) failed to meet the standards. Details
of the above data are shown in the table below.
Table 4.11: Diesel driven vehicles monitored for Smoke density in HSU.
Smoke Density (HSU) Total Total Vehicle Not-
Type of Total Vehicle
Vehicle Complying the complying the
Vehicle Monitored
Standards Standards
Four wheeler 90 78 (86.66%) 12 (13.33%)
Source: State of Environment Pollution Report 2004
4.8.2. Vehicular Exhaust Monitoring

Commercial, tourist and day to day activities has caused an exponential growth of
vehicle population in Gangtok. Motor vehicle registration department shows that till
2003 there were 20807 vehicles registered with them. Out of this figure 4617 were
two wheelers, 8846 Pvt. Govt. vehicles and 2214 Goods carrier.
All new Vehicles complying with the emission standards notified by Govt. of India,
under motor vehicle Act, 1988. Gangtok has two automobile smoke testing centers,
one for petrol vehicles at Deorali and the other for diesel vehicles at SNT complex,
Gangtok.
The state pollution control Board has procured a instrument (gas check 2000) to
monitor the emission of petrol under the Central Government Sponsored scheme,
Strengthening of State Pollution Control Board.
The state pollution control Board, Sikkim has been carrying out vehicular emission
checks to access the percentage of vehicle complying with the standards. A sample
check in year 2004 of result has been provided.

Table 4.12: Petrol Driven Vehicles Monitored for CO% in 2004

Sl. No. Typ Total CO
e of Vehicl
Total Total
Sales Vehi
cle
es
Monit
Vehicl Vehicl
es es
ored
Compl Not-
ying compl
the ying
stand the
ards. stand
1st Qtr
ards.
2nd Qtr
3rd Qtr
4th Qtr
1 Two 54 48 06
Whe
eler
2 Four 161 132 29
Whe
eler
Total 215 180 35
Source: State of Environmental Pollution Report; Sikkim. 2004
Figure 4.2: Petrol Driven Vehicles Monitored for CO% in 2004
16%
Total Vehicles
complying the
standards.
Total Vehicles Not-

complying the
84% standards.

Altogether 83.72% of the petrol driven vehicles were meeting the specified standards
and 16.27% of the petrol driven vehicles were not meeting the stipulated standards.
Total 90 Diesel driven vehicles were monitored which included Buses, Lorries, Mini
Lorries & Commander Jeeps etc. of different makes at peak hour in commercial and
traffic area. It was observed that 78 vehicles (86.66%) were meeting the standards.
However, 12 vehicles (13.33%) failed to meet the standards.
Table 4.13: Diesel Driven Vehicles Monitored for CO% in 2004

Sl. No. CO
Sales
Total
Total
Total Vehicl
Type Vehicl
Vehicl es
of es
es 1st QtrNot-
Vehi Compl
compl
cle
Monit ying 2nd Qtr
ored ying
the 3rd Qtr
the
standa
stand
rds. 4th Qtr
ards.
Four
2 Whe 90 78 12
eler
Total 90 78 12
4.8.3. Noise Pollution Monitoring

Noise has rapidly become a source of environmental pollution with increase in
industrialization, urbanization and the rapid expansion of the means of
transportation. The ambient noise level termed as the total noise associated within a
given environment and usually comprise of sounds from many sources both near
and far.
Noise Monitoring Locations in Gangtok
The measurement of ambient noise level is being using sound level meter 2031 A
(Cygnet). The measurements were taken for seven consecutive days in each sites

were in three slots i.e. morning 8:00 a.m. 10:00a.m., afternoon 14:00 p.m. 16:00
p.m. and night 18:00-20:00 p.m. the average measurements are as follows.
Table 4.14 : Average Ambient Noise level at Various Places in Gangtok.

Sl. Day Average leg. Night Average leg
Place
No. In dB (A) in dB (A)
Silence Zone
1. Hospital Junction 62 63
2. District Court 50 44
Residential Zone
1. Tadong 61 58
2. Deorali Govt. Quarter 61 57
3. Development Area 66 51
Commercial Zone
1. M.G. Marg 70 62
2. Indira Bye-Pass 73 69
Source; SPCB, Government of Sikkim, 2004.
The study finds that the commercial place like Metro Point, Zero point and Hospital
Point are the places where the level of pollution is high hence decongestion of traffic
is required at these places.
4.5. Other Relevant Issues
Most of the areas are characterized by dense building forms along the roads
and in areas that are situated close to arterial roads. Due to inaccessibility,
commercial activities are concentrated only along roads.
Most of these areas have poor approach and internal roads are located on
steep slopes, do not have proper footpaths.
Road safety in terms of drainage and landslide issues needs to be addressed
holistically for all the areas.
Organized open space is required for most of these areas.
Commercial units need to be earmarked for an organized growth pattern as
there is no proper land use pattern in Gangtok.
Parking of cars is concentrated on the roads thus adding to the congestion.
Creation of localized parking lots for private cars and taxis is very important.
Land uses are not properly defined hence transport network need to be
suggested on felt need basis.

Disintegration of landuse and transport network.

Absence of mass transportation system for the Gangtok Planning Area.
Unorganized institutional setup and legal reforms

CHAPTER 5
ANALYSIS OF EXISTING TRAFFIC/TRANSPORT

SITUATION

ANALYSIS OF EXISTING TRAFFIC/TRANSPORT SITUATION

5
5.1. Background
The physical characteristics of the road network of Gangtok are quite typical of a hill
town. It is mostly characterized by narrow roads with high steep gradients and a
number of acute bends and curves. The road intersections too are characterized by
poor road geometrics in terms of angles and gradients. These physical
characteristics are responsible for low capacity and speeds on the networks.
At the city level the network is characterized by its convergence to central areas of
the city. Almost all roads coming from any direction converge to the city center. This
may be one of the main causes of congestion in central areas during peak period.
Although, there is a lot of redundancy in the network in form of parallel sections of
roads at various places, these mostly join back in or near the central areas and are
very poor on geometrics. There is no real alternative, for traffic plying from one end
of the city to the other, to actually bypass the central areas.
Another significant character of Gangtok road network is a clear lack of road

hierarchy, which is essential for smooth functioning of road based transportation
system. All the roads, whether major or minor allow direct access to abutting
properties irrespective of the nature of traffic they carry. Further, this results in
slowing down of traffic and disruptions due to parking and pedestrian related
conflicts with the traffic. The figure given below shows the primary road network of
Gangtok.

Map 5.1: Primary road network of Gangtok

5.1.1. Road Network Characteristics

Different surveys were conducted to identify road network characteristics. The
primary surveys included road network inventory, speed and delay survey, capacity
estimation was done for all the major roads. The total length of road network is 88.22
Km with average link length of 0.39 Km. For Gangtok, the surveys were carried out
on 52.01 km of road network consisting of National Highway, Major Roads and other
roads. Road network inventory survey was conducted on all the major roads of the
city which gives a broad idea about the network characteristics like road length,
width, condition and footpath conditions. (Map 5.2)
A) Classification of Roads
The major classification of roads is given as National Highway, State Highway, Major
Roads and Other Roads. Out of the total road network National Highway constitutes
to be about 20.6%, State Highway is about 24.6% and Major Roads and Other
Roads together constitutes to about 54.6%. The classification is described in
Table 5.1: Distribution of Total Road Length in Gangtok Municipal Area by

Classification of Roads
Classification of Roads Road Length in kms Percentage
National Highway (NH 31A) NH 18.24 20.68
State Highway SH 21.78 24.69
Major Roads MR 32.1 36.39
Other Roads OR 16.1 18.25
Total 88.22 100
The total road network surveyed is about 52.01 kms which is about 50% of the total
road network. The classification of the roads surveyed is also detailed below in
Table 5-2: Distribution of surveyed Road Length by Classification of Roads

Classification of Roads Road Length in kms Percentage
National Highway (NH 31A) NH 10.2 19.61
State Highway SH 8.9 17.11
Major Roads MR 19.8 38.07
Other Roads OR 13.11 25.21
Total 52.01 100

B) Right of Way (ROW)
About 48% of the surveyed road length has ROW between 6.0 to 10.0 m, 28%
has ROW between 12.0 to 14.0 m and 22% has ROW less than 12.0 m indicated
in Table 5.3. This indicates the limitation of widening of roads for many of the
roads. (Map 5.3)
Table 5.3: Distribution of Road Length by Right of Way

Right Of Way (mts) Road Length (in km) Percentage (%)
<6 0.87 1.67
6--8 12.01 23.09
8--10 13.11 25.21
10--12 11.48 22.07
12--14 14.54 27.96
Total 52.01 100
Source: DDF Primary Surveys 2009-10
C) Carriageway Width
It has been observed that about 18% of roads are with CW less than 6 Mts. 40% of
the roads are with carriage way between 6 to 8 Mts. 31% roads are with 8 to 10 Mts
carriage way. Only 12% roads are with carriage way more than 10 Mts. (Map 5.4)
Table 5.4: Distribution of Road Network as per Carriageway Width

Carriageway (mts) Road Length (in km) Percentage (%)
<6 9.43 18.13
6--8 20.54 39.49
8--10 15.92 30.61
10--12 5.78 11.11
12--14 0.34 0.65
Total 52.01 100
D) Availability of pedestrian facility: Footpath
Only 20% (8.5 Km) of road has footpath on one side. Rest 80% of road network does
not have this facility. Maximum length of footpath is available on NH-31A from P.S
road to Gurudwara (2.1 Km) followed by road between C.M. House to P.S. Road
(Table 5.5)

Table 5.5: Road stretches with footpath.

S.No. Name of the Road Road % of Left Right
Length Road Foot- Foot-
in KM path Path
1 Chagola Road to Vajra Cinema 0.8 9 Yes No
Road
2 Grudwara to Idira Bye pass 0.7 7 Yes No
Intersection
3 National Highway to Vajra Cinema 1.1 15 Yes No
Road
4 Vajra Cinema Road 0.9 11 Yes No
5 White Hall to C M House 0.4 5 Yes No
6 CM House to PS Road 1.8 21 No Yes
7 NH31A (PS Road to Gurudwara) 2.1 25 No Yes
8 P.S. Road (Hospital- SNT) 0.7 7 No Yes
Source: Primary Survey by DDF Consultants Pvt. Ltd., Nov 2009

Table 5.6: Detailed road Network Inventory Road Section Wise.

Rd. Total Left Right Light Rd. Rd.
ROW
S.No Name of the Road Lt. C/W Median Foot- Foot- Locati Surf. Surf.
(Mts) Type
(Km) (Mts) path Path on Type Qlty.
1 Arithang (OR) 0.8 6.0 4.5 No No No No No Bitumen Poor
Arithang to Indira Bye One
2 0.4 8.0 4.5 No No No Sodium Bitumen Fair
pass (MR) Side
One
3 Bhanupath (MR) 1.5 9.0 7.0 No No No Sodium Bitumen Fair
Side
Bhojogari to Tashi
4 1.9 12.0 9.0 No No No No No Bitumen Fair
(MR)
Chagola Road to Vajra One
5 0.8 14.0 12.0 No Yes No Sodium Bitumen Good
Cinema Road (MR) Side
CM House to PS Road One
6 1.8 12.5 10.5 No No Yes Sodium Bitumen Good
(NH-31A) Side
One
7 White Hall (OR) 0.1 9.0 7.0 No No No Sodium Bitumen Fair
Side
Forest Check Post to
One
8 White hall road (J. 1.2 7.5 6.0 No No No Sodium Bitumen Poor
Side
Nehru Road) (NH-31A)

S.No Name of the Road Rd. ROW Total Median Left Right Light Rd. Rd.
Grudwara to Idira Bye Lt. (Mts) C/W Foot- Foot- Surf. Surf.
One
9 (Km)
pass Intersection (NH- 0.7 9.0 (Mts)
7.5 No path
Yes Path
No Sodium Type
Bitumen Qlty.
Good
Side
31A)
IInd Miles to Forest
10 2.0 9.0 6.0 No No No No No Bitumen Fair
Checkpost (NH-31A)
Iind Miles to IIIrd mile
11 1.3 7.5 5.0 No No No No No Bitumen Poor
checkpost (NH)
Indira Byepass to One
Ranka 0 (MR) Side
One
13 Kazi Road (OR) 1.1 6.0 4.5 No No No Sodium Bitumen Fair
Side
L. Bhurtuk to Luing One
(MR) Side
15 Lower Arithang (OR) 1.3 5.5 4.5 No No No No t No t Bitumen Poor
Luing to Middle
16 5.4 9.0 6.0 No No No No No Bitumen Poor
Bhojoghari (MR)
NH to Vajra Cinema One
Road (NH-31A) Side
PS Road to One
gurudwara (NH-31A) Side

S.No Name of the Road Rd. ROW Total Median Left Right Light Rd. Rd.
P.S. Road (Hospital- Lt. (Mts) C/W Foot- Foot- One Surf. Surf.
SNT) (MR) (Km) (Mts) path Path Side Type Qlty.
Ranka 0 to Lower One
Bhurtuk (MR) Side
Tashi to Ganesh Tok
21 4.9 10.0 8.0 No No No No No Bitumen Good
(MR)
One
22 Tibet Road (OR) 0.8 7.0 6.5 No No No Sodium Bitumen Fair
Side
Vajra Cinema Road One
(MR) Side
White Hall to C M One
House (NH-31A) Side
Source: Primary Survey by DDF Consultants Pvt. Ltd. Nov. 2009

5.1.2. Speed and Delay Characteristics

The study of the speed and delay characteristics of the study area reveal fairly low
journey speeds on an average of about 20 km per hour, which could fall as below as 8
km per hour during peak hour in certain stretches.
It is seen that along the Study Area, about 8.4% of the road length has journey speed
less than 10 kmph, 42% of the road length has journey speed between 10-20 kmph,
48% of the road length has journey speed between 20-30 kmph, about 1.3% lies
between 30-40 kmph in the peak period. During the off-peak period, 32% of the road
length has journey speed between 10-20 kmph, 43% of the road length has journey
speed between 20-30 kmph, while about 26% lies between 30-40 kmph
Apart from the central areas low journey speeds were observed on stretches in
peripheral areas too, owing to poor road conditions and geometrics. The table given
below shows the speed and delay characteristics on surveyed road network.
Table 5.7: Speed and Delay Characteristics, Gangtok.
PEAK HOUR JOURNEY DETAILS FOR OFF PEAK HOUR JOURNEY
PVT MODE DETAILS FOR PVT MODE
Name of Journ Journ Journ Del Runni Journ Del Journ Runni
the Road ey ey ey ay ng ey ay ey ng
Distan Speed Time Tim Speed Time Tim Speed Speed
ce e e
Kms (Kms/ (Sec) (Se (Km/h (Sec) (Se (Km/H (Km/h
Hr) c) r) c) r) r)
E F G I J M N O P
NH-31 A 0.4 18.9 76 17 25 44 32.7 50
NH-31 A 0.6 19.8 109 12 25 80 27.0 40
NH-31 A 3.1 29.7 376 34 30 333 33.5 50
NH-31 A 1.3 25.4 184 24 25 137 34.2 40
NH-31 A 1.0 16.4 220 15 20 205 7 17.6 35
NH-31 A 0.6 13.7 158 17 25 113 19.1 40
NH-31 A 0.7 14.2 178 21 25 131 19 19.2 40

NH-31 A 0.6 16.6 130 18 20 96 22.5 35

NH-31 A 0.3 8.9 122 36 15 49 22.0 30
NH-31 A 0.3 14.8 73 8 20 63 17.1 35
Nam- 0.8 16.4 176 24 20 167 17.2 25
nang
Road
NH-31 A 1.0 8.4 431 121 10 143 25.2 35
NH-31 A 0.3 16.6 65 12 10 53 20.4 40
Sadar 0.2 11.6 62 8 10 56 12.9 25
Thana
Road
NH-31 A 0.2 12.0 60 15 15 49 4 14.7 30
NH-31 A 0.4 24.0 60 5 25 46 31.3 40
NH-31 A 0.4 21.8 66 0 30 52 27.7 60
NH-31 A 0.7 40.0 63 8 25 28 90.0 40
NH-31 A 0.1 18.0 20 2 20 14 25.7 40
NH-31 A 0.8 16.5 175 5 25 128 22.5 40
NH-31 A 0.5 21.2 85 3 15 74 24.3 20
NH-31 A 1.9 17.5 390 5 20 282 6 24.3 30
NH-31 A 1.3 25.6 183 8 30 152 30.8 40
Vajra 0.4 16.6 87 13 15 36 40.0 30
Cinema
(Balwakh
ani)
State 0.3 14.2 76 19 15 46 23.5 30
Highway
State 0.7 19.8 127 5 20 79 31.9 35
Highway

State 1.1 21.0 189 7 30 118 33.6 40

Highway
State 2.5 22.3 403 10 30 365 24.7 40
Highway
Indira 2.5 26.5 340 7 40 296 30.4 55
Bye-pass
Bhanupat 0.2 20.0 36 5 20 23 31.3 35
h
Bhanupat 0.6 22.0 98 3 20 69 31.3 35
h
Kazi 1.1 20.4 194 5 15 155 1 25.5 30
Road
P.S. Road 0.3 12.6 86 13 15 57 18.9 30
P.S. Road 0.3 13.7 79 9 15 47 23.0 30
Indira 1.0 19.6 184 5 25 145 24.8 45
Bye-pass
Indira 0.8 20.4 141 2 25 103 28.0 45
Bye-pass
Indira 0.7 21.4 118 11 30 108 23.3 50
Bye-pass
Indira 1.9 22.0 311 3 45 277 13 24.7 75
Bye-pass
Indira 3.3 27.6 431 15 35 399 29.8 45
Bye-pass
Tibet 0.6 14.5 149 16 15 114 18.9 30
Road
Source: Primary Survey DDF Consultants Pvt. Ltd. Nov 2009
Based on the analysis of the physical network and speed and delay characteristics of
the network in Gangtok the average capacities of various road configurations were
derived and have been presented in the table given below. (Maps- 5.5, 5.6, 5.7, 5.8)

Table 5.8: Lane Details

Sno Lane Divided/Undivided Traffic Capacity(PCU/hr/lane)
Configuration Management
1 1/1.5 Lane Undivided One Way 900
2 2 Lane Undivided Two Way 750
3 1.5 Lane Undivided Two Way 450
4 1 Lane Undivided Two Way 300
5.1.3. Traffic Volume Characteristics

It is seen that about 10,000 vehicles enter or leave Gangtok Municipal Area on a typical
working day. It is observed that the traffic at different locations varies from 670 PCUs
(563 Vehicles) at Assam Lingsay Road to 4485 PCUs (3747 Vehicle) at Ranipool
throughout a normal fair weather working day. The table given below shows the traffic
volume counts both in terms of numbers of vehicles and passenger car units (PCUs)
have been computed for the total daily (16 hour) traffic at various outer cordon locations
Table 5.9: Traffic Volume at Cordon Points
Sr. No. Location name Grand Total (Nos.) Grand Total (PCU's)
1 Ranipool 3747 4485
2 Assam Lingsay 563 670
3 Setipool 905 1084
4 Tashi View Point 1457 1756
5 Rumtek 1200 1257
6 IIIrd Mile 712 1025
7 Rumtek- Sang 660 686
Source: DDF
RoadPrimary Surveys 2009-10
The morning peak hour volume varies from 68.5 PCUs (60 vehicles) at Assam Lingsay
Road to 520 PCUs (462 vehicles) at Ranipool. Evening peak hour volume varies from
65 PCUs (71 vehicles) at Rumtek Sang Road to 368.5 PCUs (324 vehicles) at
Ranipool. Peak hour factor is observed to be 6.7% to 14.3% at various locations. At
most places peak hour factor is 9% to 11%.
The daily traffic composition at outer cordon locations exhibits predominance of fast
moving passenger traffic varying from 77% to 94%. The traffic at cordons location of the
study area consists of about 77% of light fast moving passenger vehicles. The share of

slow moving vehicles varies from 6% to 23% with the average of about 13%. The share
of bus traffic is as low as 1% at Rumtek Road, IIIrd Mile and Rumtek Sang Road and as
high as 3% at Tashi View Point Road with an average of about 1%. The fast passenger
vehicles predominantly consist of two wheelers, cars and taxis while the movement of
slow vehicles is almost negligible. Share of cars in total traffic is maximum at Rumtek
Road (41%), Ranipool Road (34%) and Setipool Road (32%). The share of taxis in total
traffic is maximum at IIIrd Mile Road (58%), Rumtek Sang Road (52%) and Assam
Lingsay Road (44%). The share of bus traffic in peak hour is as high as 3.3% at
Setipool road. Average peak hour composition for bus is about 1.63%. Goods traffic
varies from 23% at IIIrd Mile Point to 4% at Rumtek at peak periods. Average peak hour
share of goods traffic is about 11.31%. The share of fast moving vehicular traffic varies
from 94% at Rumtek Road to 74% at IIIrd Mile with an average of about 87%. Peak
hour varies from 9000 Hrs to 1100 Hrs (Morning) and 1600 Hrs to 1800 Hrs (Evening).
Bus occupancy varies from 13.5 to 28 and averages out at 20.7. Average occupancy for
cars, two wheelers and Taxi, is found to be 2.5, 1.4, and 5.2 respectively. The mini
buses have an average occupancy of 11.2.
Table 5.10 Average Occupancy of Fast Passenger Vehicles at Outer Cordon Locations
Sr. Name of Locations Car/ 2 WH TAXI Bus Mini
No. jeep Bus
1 Ranipool 2.3 1.3 7.0 16.7 0.0
2 Setipool 2.3 1.5 6.2 24.6 0.0
3 Tashi View Point 3.6 1.5 5.8 15.3 0.0
4 Rumtek 2.3 1.3 4.5 26.4 12.4
5 IIIrd Mile 2.3 1.7 3.0 28.0 13.5
6 Rumtek- Sang 2.5 1.4 4.5 13.5 7.8
Road
Source- DDF Primary Surveys- 2009-2010
Table 5.11 shows daily passenger trips at cordon locations. It is observed that the

daily passenger trips at different locations vary from 260 trips at IIIrd road to 15369
trips at Ranipool Road throughout the normal fair weather working day. More than
25,500 passengers trips cross study area daily (bothways) on a typical working day.
60% of total trips are by taxis. Cars account for 21% of the total trips. This reflects the
need of good public transport system for the study area, upto atleast the outer
cordons points at Ranipool, Setipool and Rumtek which will inter-alia include other
intermediate towns enroute.
Table 5.11: Vehicle trips at Outer cordon points
Sr. Name of Location CAR/ 2 WH TAXI BUS MINI TOTAL

No JEEP BUS
1 Ranipool 2935 476 10689 1269 0 15369
2 Setipool 345 128 1519 320 0 2311
3 Tashi View Point 95 23 252 35 0 405
4 Rumtek 660 164 1611 370 12 2817
5 IIIrd Mile 72 25 119 43 1 260
6 Rumtek- Sang Road 965 309 2691 311 78 4354
It is observed that the peak hour passenger trip varies from 271 trips at IIIrd Mile road to
2020 trips at Ranipool throughout the fair weather normal working day. (Table 5.12)
Table 5.12 Peak Hour Passenger Trips at Outer Cordon Locations
Sr. Name of Car/ jeep 2 wh Taxi Bus Mini bus Total

No. Location
1 Ranipool 338 56 1526 100 0 2020

3 Setipool 98 26 254 98 0 476
4 Tashi View Point 191 53 412 61 0 716
5 Rumtek 152 26 225 26 12 442
6 IIIrd Mile 25 7 183 56 0 271
7 Rumtek- Sang 45 34 180 14 0 272
Road

The traffic volume counts both in terms of numbers of vehicles and passenger car
units (PCUs) have been computed for the total daily (16 hour) traffic at various
intersection locations in Gangtok Municpal Area is presented in Table 5.13. It is
observed that the traffic at different locations varies from13227 PCUs (12366
Vehicles) at 2nd Mile Ganesh Tok Intersection to 19769 PCUs (19759 Vehicles) at
Lal Market Intersection throughout a normal fair weather working day. Other locations
which exhibit high traffic volumes (more than 15,000 PCUs) are Amdo Golai (Indira
Byepass) Intersection, 0' Point Intersection and Lal Market Intersection.
Table 5.13 Daily Traffic Volume (16 Hours) At Intersections
Sr. Location name Grand Total Grand Total
No. (Nos.) (PCU's)
1 Lal Market Intersection Volume Count 19759 19769
2 0' Point Intersection Volume Count 16616 16518.5
3 Amdo Golai (Indira Byepass) Intersection 15418 16340
Volume Count
4 Ridge Road & NH 31 A Volume Count at 13437 13641.5
Intersection
5 2rd Mile Ganesh Tok Intersection 12366 13227
6 Power Station Road Junction 13777 14639.5
The morning peak hour volume varies from 1177.5 PCUs (1145 vehicles) at Ridge
Road & NH 31 A Intersection to 2120 PCUs (2135 vehicles) at Lal Market Intersection.
Peak hour factor is observed to be 8.6% to 10.7% at various locations. The evening
peak hour volume varies from 1110 PCUs (1095 vehicles) at Ridge Road & NH 31 A
Intersection to 1883 PCUs (1913 vehicles) at Lal Market Intersection. Peak hour factor
is observed to be 8.14% to 9.53% at various locations.
The daily traffic composition at intersection locations exhibits predominance of fast

moving passenger traffic varying from 94.3% to 98.6%. The traffic at intersection
locations of the study area consists of about 95% of light fast moving passenger
vehicles. The share of slow moving vehicles is absolutely nil as such type of terrains
reduces the usage of cycles and cycle rickshaws due to extra human effort required in
its operation. The share of bus traffic is as low as 0.3% at Ridge Road & NH 31A

Intersection and as high as 1.2% at Power station Road intersection with an average of
about 0.8%. The fast passenger vehicles predominantly consist of cars and taxis. The
share of cars in total traffic is maximum at Ridge Road & NH 31A Intersection (35.1%).
The share of goods traffic varies from 1.4% to 5.7% and the average is about 3.7%.
The share of bus traffic in peak hour is as high as 1.56% at Power station Road
intersection. Average peak hour composition for bus is about 1.04%. Goods traffic
varies from 0.65% at Lal Market Intersection to 8.49% at 2nd Mile Ganesh Tok
Intersection at peak periods. Average peak hour share of goods traffic is about 3.18%.
The share of fast moving passenger traffic varies from 90.42% at 2nd Mile Ganesh Tok
Intersection to 98.58% at Lal Market Intersection with an average of about 95.76%.
Peak hour varies from 0900 Hrs to 1100 Hrs (Morning) and 1615 Hrs to 1815 Hrs
(Evening).
5.1.4. Origin Destination Characteristics

The major generation and attraction zones are given as follows:
Table 5.14 : Major Generation and Attraction Zones : Gangtok

Major Originating % Share in Major Destination % Share in total
Zone total trips Zone trips
1 Lower MG Marg 17.7 Chandmari 9.91
2 Lower Sichey 8.7 Deorali 8.8
3 Ranipool 8.2 Lower MG Marg 12.9

Given above are the major originating attracting zones accounting for more than 55% of
vehicular trips. Access to and dispersal from these zones will be of prime importance in
the scenario building process.
Mode wise average occupancy have been worked out which will be further utilized to
ascertain person trips from vehicular trips.

Table 5.15 : Mode wise Average Occupancy

S.No O-D Survey Location Car Taxi 2W Bus
1 III Mile 2.26 3.05 1.71 28
2 Ranipool 2.3 7 1.3 16.7
3 Rumtek 2.3 4.5 1.25 26.4
4 Sang Rumtek 2.55 4.49 1.39 13.5
5 Setipool 2.33 6.2 1.52 24.6
6 Tashi Viewpoint 3.6 5.84 1.5 15.25
5.1.5. Distribution of Trips by mode of travels

It has been found that walk trips is at any time higher than the motorized trips i.e.
42.57%. The next bigger share of mode trips is occupied by the taxis (36.2%) operation
in the absence of an organized public and intermediate public transport system. The
private vehicular trips take up the share of 20%. This is shared by the car (17.51%) and
two wheeler (2.36%) respectively. Bus mode trips are scanty (0.77%) shared by city
buses (0.71%) and school buses (0.06%). Trips by trucks are least (10.47%) especially
for goods both civil and defense purpose. Table 5.16
Table 5.16: Modal Split 2009 (Including walk Trips)
S.No. Modes Trips/days Percentage
1 Car 15827 17.51
2 Taxi 32827 36.32
3 Two-Whlr 2132 2.36
4 Bus 639 0.71
5 School Bus 53 0.06
7 Walk 38475 42.57
8 Truck 426 0.47
Total 90379
Source: - Primary Survey, DDF Consultants Pvt. Ltd.
5.1.6. Modal Split 2009- Motorized Trips:

Among motorized trips taxis have the biggest share i.e. 63.25% followed by cars
30.49%, two wheelers 4.11%, Buses 1.32% and Trucks 0.82%. It indicates high
dependency on Taxis as there is highly insufficient public transport system.

Table 5.17: Modal Split 2009 (Excluding Walk Trips Motorized Trips)
S.No. Modes Trips/days Percentage
1 Car 15827 30.49
2 Taxi 32720 63.04
3 Two-Whlr 2132 4.11
4 Bus 639 1.23
5 School Bus 53 0.10
6 Train 107 0.21
7 Truck 426 0.82
Total 51904
PCTR refers to the number of inter zonal trips made by an individual per day.
Accordingly, PCTR has been calculated for the city Municipal limit and the same is
presented in Table 12.10 below.
Table 5.18: Per - Capita Trip Rates

S. N Trip Purpose Trips PCTR
1 Total no. of trips inclusive of walk trips 90379 0.96

2 Total no. of trips exclusive of walk trips 51904 0.55
5.1.7. Pedestrian Flow Characteristics

Peak hour pedestrian volume is calculated to establish the demand to be catered. The
peak hour demand at the all survey locations and the identified peak hour is given
below

S. No. Location Peak Hour Peak Hour Demand

1 Sikkim Government College 1700 to 1800 hrs 2610
2 P.S.Road 0800 to 0900 hrs 1043
3 Jeevan Theeg Marg 0800 to 0900 hrs 1959
4 Bhanupath 1700 to 1800 hrs 1837
To decide upon the character of the facility to be provided, a comparative of pedestrian

and motorized traffic volume ratios is considered. Table below shows the max PV^2
values at 04 critical junctions in study area. It is observed that the all the location has
observed PV^2 more than 2 X 10^8.
Sr. No. Location PV^2
1 Sikkim Government College 2.26E+12
2 P.S.Road 7.12E+11
3 Jeevan Theeg Marg 2.26E+12
4 Bhanupath 2.26E+12
The above chart explains that at most of the places, the Pedestrian vs Motorised Traffic
Volume is more than 2x10^8 which according to the IRC standards, demands dedicated
pedestrian facilities to be provided as subways, foot over bridges etc. Further, the detail
design of the facility to be provided will depend upon the peak hour demands and
required discharge rate.
5.1.8. Parking Characteristics

Parking Accumulation is a significant parameter for appreciating parking characteristics
at the Parking site. Parking Accumulation shows the number of vehicles parked at any
given point of time. Peak hour parking accumulation at various locations is given in table
below.

Table- 5.21 Peak hour parking accumulation at various locations

S. Location Peak Accumulation
No. Duration Car 2 Mini Bus ECS
Wheel
1 Namnang 9-10 a.m. 62 62.0
2 Siliguri G. Floor 9-10 a.m. 138 138.0
3 Siliguri F. Floor 9-10 a.m. 125 125.0
4 Rankastand 10-11 a.m. 46 5 1 50.0
5 Below Govt. College 10-11 a.m. 56 9 61
6 Op Sardar Thana G. Floor 9-10 a.m. 121 121.0
7 Op Sardar Thana F. Floor 9-10 a.m. 16 9 21
Source:- Primary Survey, DDF Consultants Pvt. Ltd.
Table below gives the parking duration of various modes at parking survey locations
selected across the study area. At most locations short term parking (up to 4 hrs) is
significant due to shopping areas. Long term parking is observed mainly at parking lots
near offices, banks and hotels. This is mainly due to fact that employees park their
vehicles in the morning and go to their work place and pick them up in the evening at
the time of return.

Table- 5.22 Parking Duration & Various Modes.
Location Duration (Hours) Total

Short Term Medium Term Long Term
Mode 0-2 2-4 4-6 6-8 8-10 10-12
Namnang Car 82 21 11 2 1 0 117
% 70% 18% 9% 2% 1% 0% 100%
2 0 1 0 0 0 0 1
Wheeler
% 0% 100% 0% 0% 0% 0% 100%
Siliguri Car 213 9 6 0 0 0 228
Gr. Floor % 93% 4% 3% 0% 0% 0% 100%
2 0 0 0 0 0 0 0
Wheeler
% - - - - - - -
Siliguri F. Car 160 13 1 0 0 0 174
Floor % 92% 7% 1% 0% 0% 0% 100%
2 0 0 0 0 0 0 0
Wheeler
% - - - - - - -
Ranka Car 77 42 26 0 0 0 145
Stand % 53% 29% 18% 0% 0% 0% 100%
2 1 4 27 0 0 0 32
Wheeler
% 3% 13% 84% 0% 0% 0% 100%
Below Car 94 25 26 0 0 0 145
Govt. % 65% 17% 18% 0% 0% 0% 100%
College 2 13 9 9 0 0 0 31
Wheeler
% 42% 29% 29% 0% 0% 0% 100%
Opp. Car 144 3 0 0 0 0 147
Sardar % 98% 2% 0% 0% 0% 0% 100%
Thana 2 0 0 0 0 0 0 0
G. Floor Wheeler
% - - - - - - -
Opp. Car 22 16 5 6 2 10 61
Sardar % 36% 26% 8% 10% 3% 16% 100%
Thana 2 13 8 0 7 0 6 34
F. Floor Wheeler
% 38% 24% 0% 21% 0% 18% 100%

Parking demand at a location is the number of vehicles parked over a period at time
while supply is the accommodation capacity of parking lot.
Table- 5.23 Parking D emand & Supply
Location Total Total Peak Peak Supply Supply Inde Turn
Accumula Accumula Hour Accumula (area in (ECS) x over
-tion -tion-ECS -tion (in sq mts)
Vehicles ECS)
Namnan 118 118 09_10 62 2950 128 0.48 1.90
g
Siliguri 228 228 09_10 138 6840 297 0.46 1.65
G. Floor
Siliguri 174 174 09_10 125 6840 297 0.42 1.39
F. Floor
Ranka 187 214 09_10 46 15980 695 0.07 4.65
stand
Below 176 161 09_10 56 4025 175 0.32 2.88
Govt.
College
Op 147 147 09_10 121 4410 192 0.63 1.21
Sardar
Thana G.
Floor
Op 95 78 09_10 16 4410 192 0.08 4.88
Sardar
Thana F.
Floor
Parking Index is the ratio of peak hour parking accumulation to parking supply of
spaces. The Parking Index at various locations is given in table below.

Table- 5.24 Parking Accumulation and Index

Location Peak Accumulation Supply (ECS) Index
(in ECS)
Namnang 62 128 0.48
Siliguri G. Floor 138 297 0.46
Siliguri F. Floor 125 297 0.42
Ranka stand 46 695 0.07
Below Govt. College 56 175 0.32
Op Sardar Thana G. Floor 121 192 0.63
Op Sardar Thana F. Floor 16 192 0.08
Parking Turnover is the number of times a parking space is used during a day. At
locations where parking is long term, parking turnover is less while at locations where
parking turnover is high, indicates short term parking duration. The Survey shows that
highest turnover is at locations where parking turnover is high, indicates short term
parking duration.
Table- 5.25 Parking Accumulation and Index (* For details, refer to table 10.4)
Location Peak Accumulation Index Turnover
(in ECS)
Namnang 62 0.48 1.90
Siliguri G. Floor 138 0.46 1.65
Siliguri F. Floor 125 0.42 1.39
Ranka stand 46 0.07 4.65
Below Govt. College 56 0.32 2.88
Op Sardar Thana G. Floor 121 0.63 1.21
Op Sardar Thana F. Floor 16 0.08 4.88

5.2. Development of Base Year Transport Demand Model
5.2.1. Introduction
The Transport Planning Process is a sub system responding to the social and economic
forces that exist in an urban area. In Urban Transport Planning, the input magnitudes
and the behaviour of the system is estimated normally through the use of a four phase
process of travel demand forecasting. The major components of travel behaviour are:
The decision to travel for a given purpose - Trip Generation
The choice of destination Trip Distribution
The choice of travel mode Modal Split
The choice of Route Trip Assignment
In this process, the outputs of each step become inputs to the following step, which also
takes relevant inputs from the land use and socio economic projections. One of the
principle components in the transport planning process is modelling the relationship
between travel demand and land use and socio-economic parameters. Conventionally a
four stage urban transport planning system (UTPS) approach is widely used in transport
planning studies. In the present study an advanced transport planning software
TRIPS has been used to carry out the travel demand modelling exercise. The four
stages of UTPS are:-
I.Trip Generation
II.Trip Distribution
III.Modal Split
IV.Trip Assignment
The database for the modelling process comprised information obtained from household
survey, roadside interview, traffic counts & travel demand data along with land use and
socio-economic data aggregated at zonal level.
5.2.2. Trip
A trip is a one-way person movement by a mechanized mode of transport, having two
trip ends, an origin (the start of the trip and a destination (the end of the trip).

Trip Generation
Trip Generation is the first stage of the travel demand estimation process. It is a general
term used in the Transportation Planning Process to cover the field of calculating the
number of trip ends in a given area. The objective of the trip generation stage is to
understand the reasons behind the trip making behaviour and to produce mathematical
relationships to synthesis the trip-making pattern on the basis of observed trips, land-
use data and household characteristics.
Factors Affecting Trip Generation
Prior to the application of the trip generation model, it must be calibrated using
observations from the base year by means of a variety of traffic surveys. The total
number of person trips generated constitutes the dependent variable of the model. The
independent or the explanatory variables bear a relationship with trip making behaviour.
A large number of explanatory variables have been employed in previous studies to
estimate Trip Generations in an urban area. These variables can be categorized into:
Land Use Factors: Population, Indicators of Intensity of Residential Activity,
Intensity of Employment Opportunities, Land Values etc.
House Hold Factors: Household Income, Vehicle Ownership, Family Size, Family
Structure etc.
Urbanisation Factors: Degree of Urbanisation, Distance form CBD, Accessibility
etc
Trip Purpose
Trips are usually divided into two types:-

home-based
non home based
Home-based trips are those having one end of the trip either origin or destination at
home, of the persons making the trip,
Non home based trips are those having neither end at home of the person making the
trip.

Different transportation studies have adopted different classification systems for trip
purpose depending upon the planning issues involved and the size of the city. The idea
has been to develop independent trip generation models for each trip purpose
separately. As the observed home based trips in the study area were insignificant and
due to non availability of the needed data; the trip generation for non home based trips
was not attempted for the study. The home based trips were classified into the following
three categories:-
Work: - home based trips with one end as home and the other end as the work
place was classified as work trips
Education: - trips performed by the students with one end of the trip as home and
the other end as the educational institution was termed as an education trip.
Other trips: - other trips included social, shopping, recreation etc.
Another important aspect considered while developing the trip production equation is
taking into account the walk trips. Walk trips in medium sized cities play an important
role in elucidating the travel characteristics. Though walk trips were not considered
while assigning trips on the network; they were taken into account for working out the
total travel demand for the study area.
Modeling Trip Generation
The process of modelling trip generation is fairly well developed, at least with respect to
ordinary trips. It proceeds through a series of logical steps t hat make up the aggregate
trip generation model.
The two components of Trip Generation modelling are:
Trip Production - Trip production is used for trips generated by traffic zones and
is associated with trips generated at home end. Variables such as population,
income, vehicle ownership, land use characteristics, accessibility etc affect trip
production.
Trip Attraction - Trip attraction is associated with trips at non-home end like
work places, shopping area etc. Variables such as employment, land use, floor
space, and distance from CBD etc. affect trip attraction.

Trip generation models are generally developed using regression analysis wherein a
zonal trip production and attraction model is developed a multiple linear regression.
Multiple Linear Regression Analysis
For fitting mathematical relationship between dependent and independent variable,

multiple regression analysis is used.
Dependent variable: the number of trips
Independent variable: various measurable factors influencing trip generation as land
use, socio economic characteristics etc.
Y = a1X1 + a2X2 + a3X3 + .......... anXn + U
Where
Y = number of trips for specified purpose
X1 X2, X3..... Xn = Independent variables as land use, socio economic factors etc.
a1 , a2 , a3 ,...... an = dependent variables of the independent variables X 1 , X2 , X3 ,..... Xn
obtained by linear regression analysis.
U = disturbance term, constant describing that portion of value of Y not explained by
independent variables
Selection of Variables
The prerequisites for the selection of independent variables are

To ensure that there is casual basis to the apparent dependency between
variables
To include only those independent variables that can be forecasted with a
reasonable degree of accuracy.
The independent variables studied for the Jodhpur study area are as follows:
Population- Population was taken as an indicator of trip production. This is the most
widely used variable and is the most easily forecast able.
Employment opportunities- The employment opportunities and its classification into
commercial and educational employment opportunities serve as important variables for
developing trip attraction equations.

Model Qualities
Quality of simplicity
Quality of usefulness
Valid ability
Suitability
Accuracy
Economy
Sensitivity
Assumptions in Multiple Linear Regression Analysis and their validity in Trip

generation Studies
All the variables are independent of each other
All the variables are normally distributed
All the variables are continuous
A linear relation exists between the dependent and independent variable
Influence of independent variable is additive i.e. the inclusion of each variable in
the equation contributes a distinct portion of the trip numbers.
5.2.2.1. Trip Generation Model

Trip End Model
Trip end models were developed for intra-city trips while all other trips i.e. internal
external, external internal, and external external were modelled using growth factor
method.
Table 5.26: Trip End Model for the Base Year 2009
Zone No Production Attraction
1 4867 3464
2 5477 5309
3 5230 7023
4 5101 4619
5 6741 7179
6 6897 6647
7 4970 4136
8 8516 7641
9 5903 5671
10 6801 3590
11 4978 7058
12 3173 5237
13 3694 3307

Zone No Production Attraction

14 3608 4776
15 3412 3711
79368 79368
5.2.2.2. Trip Production
The best fit equation obtained for trip production taking zonal population as independent
variable is:
Trip Production =0.6444 * (Population) + 1246.6
R2 = 0.5882
The overall equation was observed to be statistically significant.
Figure 5.1 Scatter Diagram of Trip Production Vs Population
Trip Generation
y = 0.6444x + 1246.6
Trip Production
2
10000 R = 0.5882
5000 Y
Predicted Y
0 Linear (Y)
0 5000 10000
Population
5.2.2.3. Trip Attraction

The best fit equation for trip attraction taking zonal employment as independent variable
was
Trip Attraction = 1.4864* (Employment) +1479 R2 = 0.6845
The overall equation was observed to be statistically significant.
Figure 5.2: Scatter Diagram of Trip Attraction vs. Employment
Trip Attraction
y = 1.4864x + 1479.4
2
R = 0.6845
Trips Attracted
10000
8000 Y
6000
Predicted Y
4000
2000 Linear (Y)
0
0 1000 2000 3000 4000 5000 89
Employment Opportunities
A zonal regression model was used in which the study area is divided into a number of
zones and each traffic zone is treated as one observation. The regression model
assumes that zonal trip ends are dependent on some independent variables
(representing the zone) and thus respond to changes in them. The following were kept
into view while developing the equations:
Not to use coefficient of determination as the only criterion of statistical validity of
the equations.
Not to use collinear independent variables in the equation.
Size of regression intercept in relation to the mean dependent variable is to be
small.
Signs in the equation must be logical.
5.2.2.4. Trip Distribution Model

Background
This is the second stage of four stage travel demand modelling process. The purpose
of this stage is to simulate the travel pattern in the city by distributing the production and
attraction end of trips, into different traffic zones based on some deterrence function. A
number of methods are available which explain and predict distribution of trips. These
can be broadly classified into following:
Growth Factor Models
Gravity Models
Opportunity Models
Stochastic Behavioural Models
Method and Description
Of the above four types of models developed for trip distribution stage of travel demand
modelling, Gravity model has been most widely used in previous studies and suits the
present study most due to data availability and its better applicability in future.
Gravity models are adopted from the Law of Gravity, which explains the attractive force
between the two masses.

F12 = G. M1. M2
D12
Where F12 =the gravitational force between two masses
M1 & M2 =Masses of bodies 1 & 2
D12 =Distance between bodies 1 & 2
G =Constant
The more recent trip models have the least resemblance with this original version, but
the generic name still continues. The basic philosophy is to relate productions and
attractions of different zones with quantum of trip modelling between individual zone
pairs.
In the present study a Gravity Model has been used with a typical functional form as:
Tij = Ri Cj Pi Aj f(Wij)
Where:
Tij = Trips between zone i & j
Pi = Trips Production at zone i
Aj = Trips Attraction at zone j
Ri,Cj = Constants of Proportionality
f(W ij) = Deterrence function between zone i & j
= e -tij (tij)-
Where Wij = travel time between zone i & j
= Parameters to be calibrated
Model Types
Gravity models can be run with and without constraints

Unconstrained
Production Constrained (Singly Constrained)
Attraction Constrained (Singly Constrained)
Fully Constrained (Doubly Constrained)
The variations in the Gravity models mentioned above are the result of variations in
satisfying these production and attraction equations.

5.2.2.5. Un Constrained Gravity Model

This takes the following shape
Tij = K Pi Aj f(Wij)
Where, K is the constant of proportionality which ensures that the total number of trips
from the model output equals to the total number of trips in the survey matrix. But there
is no guarantee that the sums of the rows and columns of the matrix will balance
individually with the total of survey.
5.2.2.6. Production Constrained Gravity Model

The model is of the form
Tij = Pi Aj f(Wij)
Aj. f(Wij)
This ensures when trips of the modelled T ij matrix are summed across the rows, their
total (zonal trip origins) equals the corresponding observed trip totals.
5.2.2.7. Attraction Constrained Gravity Model

The model is of the form
Tij = Pi Aj f(Wij)
Aj. f(Wij)
Here the constant of proportionality guarantees that when the trips of the modelled T ij
matrix are summed down the columns their total (zonal trip destinations) equal the
corresponding observed trip destination total.
5.2.2.8. Fully Constrained Gravity Model

The model takes the form
Tij = Ri Cj Pi Aj f(Wij)
Ri = 1
Ri Pi f(Wij)
The constant of proportionality now becomes the joint product of R i and Cj. It is known
as balancing or normalising factor. This ensures that the row and column totals
(productions and attractions) of the observed T ij matrix.
Model Selection - Development & Calibration

Fort the practical purpose of gravity model application in the study area and distribution
of the observed Tij for other zone pairs where zero trips were observed in sample
matrix, fully constrained gravity model was chosen. Again function f(tij), that separates
zones I and j, can be explained by various forms as follows.
Power function f(Tij) = 1
Tij
Where = Deterrence Function
Gausian function f(Tij) = 1
exp (Tij )
Exponential function f(Tij) = 1
exp (Tij x )
Tanners function f(Tij) = Tij
exp (Tij x )
The Tij itself can be assumed to be any or a combination of the following Distance, Time
& Cost.
In this exercise, as experienced in the earlier studies (literature review), time being the
most reliable parameter for using the path on the network by the road user, has been
taken to estimate separation index for each pair of zones through TRIPS software. After
getting the zonal time matrix from the shortest path method, the observed trip matrices
were synthesized using the tanners function explained earlier.
O-D Matrix was calibrated taking all modes together since there are no regular bus
based trips and the Para transit trips use the entire primary network.
Table 5.27: Results of Model Calibration
Mode Calibration

All modes 0.986 -0.0021
Figure 5.3: Trip distribution

60.0%
50.0%
40.0%
% OF TRIPS
30.0%
20.0%
10.0%
0.0%
CUMMULATIVE% OF TRIPS
120.0% distance
100.0%
80.0%
60.0%
40.0%
20.0%
0.0%
distance
Figure 5.4: Cumulative Trip distribution
Modal Split
Modal split stage is the third stage used to distribute the total travel demand in two or
more categories. The purpose of Modal Split analysis in general is to identify the various
modes of private and public transportation services and partition the total trip matrix into
public and private transport trips.
The experience in developing modal split models has not been very successful,
primarily due to limitation of data. It however suggests that modal share is primarily
dependent on socio-economic characteristics of urban area residents, the type of public
transport system available, its efficiency and its cost etc. In the context of Indian cities,
particularly non-metro cities, the users are largely captive to certain modes of travel and
travel choices do not really exist in the absence of adequate public transport supply in
these cities. Hence a normative based approach for estimating modal share is generally

preferred and adopted. For the present study a modal share of 35% has been adopted
for the city in horizon year 2023 based on recommendations of Study Group on
Alternative Systems of Urban Transport, GOI (1987)
Traffic Assignment
The trip assignment procedure determines the route choice of trip maker to whole or
part of the network is the fourth of travel demand modelling process where the inter
zonal modal trips are assigned to the various links of the network. There are at least
four factors that lead people to choose one route over another. They are travel time,
generalized travel cost, travel distance and level of service. The most common factor in
studies in India employed is the travel time. Travel cost may be more appropriate when
route choice modelling is done. Taking a single parameter to determine the shortest
path between each zone pair assumes that there is only one preferred path between
each origin and destination. The purpose of this stage is to simulate the flows on the
links based on the trips between origin and destination pairs in the entire network.
5.2.2.9. Techniques
The assignment itself can be of various types like All or Nothing Assignment,
Capacity Restraint Assignment, Multi path Assignments.
Out of the three assignments technique mentioned above All or Nothing Assignment
have been applied in study to see the actual desire of the trips. The technique is based
on the assumption that the path taken by vehicles travelling from zone of origin to zone
of destination will be one with least travel resistance i.e. time. The basic procedure
adopted is as follows:
Determine the minimum path trees from each zone to all other zones
And assignment of all trips from each zone to every other zone by the
appropriate minimum path, and the aggregation of total flow on each link in the
defined network.
5.2.2.10. Validation of the Assignment

To validate the assignment stage of the process, traffic volume counts at eight screen
lines points had been conducted. The comparison between the observed link volumes

and modelled link volume were done.

Table 5.28: Shows the validation of the Assignment Technique
Location Survey Trips Diff
Lal Market Intersection Volume Count 2120 2567 447
0' Point Intersection Volume Count 1673 1718 45
Amdo Golai (Indira Byepass) Intersection Volume 1712 1680 -32
Count
Ridge Road & NH 31 A Volume Count at Intersection 1177 1090 -87
2rd Mile Ganesh Tok Intersection 1282 1180 -102
Power Station Road Junction 1513 1483 -30
5.2.3. Issues
A number of issues, pertaining to the transportation system of Gangtok, emerged from
interaction the PWD officials, the analysis of information from site visits and primary
survey data. Most of the issues point to problems and constraints, but a few also point
to the potentials and possibilities for the city transportation system.
The urban services are under pressure, intensified by the lack of availability of
suitable land for infrastructure development. Gangtok exhibits a development,
where growth has been accelerated as a response to increased economic
opportunities. The primary growth axis for Gangtok is towards the South and
South west direction, along the NH 31A on the Selep-Ranipul axis. The terrain in
this axis is relatively more favorable; and accessibility is enabled by the NH 31A.
The urban fringe areas like Deorali, Tadong and Ranipul are the areas facing
increasing pressure on land development. There are also several settlements
growing along and off the Indira bypass and on the eastern slope from
Chandmari to Syari. The existence of steep slopes, vulnerability to landslides,
large forest cover and inadequate access to most areas has been a major
impediment to the natural and balanced growth of the city.
The existing physical pattern has been dictated primarily by availability of land
that is safe with respect to stability. Intervention in planning at this stage is
required to reverse this trend and not allow concentration towards south and

southwest directions alone. Keeping in view, the development constraints like

landform, topographical features, watercourses, drains, ecology and growth
propensity, the future direction of growth needs to be spread over a larger area.
Under developed areas within the notified city area need to be opened up for
development so that the pressure in these densely populated areas is alleviated.
Areas below Indira Bypass and the surrounding revenue blocks, Siyari,
Tahtnagchen and Chandmari, Bojhoghari are areas that have a potential to
absorb some of the growth momentum in Gangtok.
There are very high density developments in the core areas of the city, which are
not only unsafe and unhealthy but also attract the major share of trips resulting in
high levels of congestion. Limiting type and intensity of land use is essential as a
policy instrument and planning measure for achieving a sustainable
transportation system. Major activities like establishments, institutions and offices
at city centers are attracting more trips to CBD area and creating more traffic
problems.
Most of the road length in Gangtok, is of two lane undivided carriageway with foot
path on one side of the road and drain on the other. The steep gradient of the
different road stretches coupled with spiral road configuration act as a constraint
for smooth flow of vehicular as well as pedestrian traffic. There is no road apart
from MG Marg, which has divided carriageway in Gangtok. The bypass road
(Indira By Pass) has a total length of 11.2 km. The National Highway 31A has a
footpath running along its entire length from Ridge Park, Zero Point up to
Ranipul. The width of the footpath is 1.2 m inclusive of the railing and appears
inadequate given the high pedestrian volume. The Right of Way (ROW) of NH
31A for 69% of its length in Gangtok NTA is 5-10 meters wide. The average
Carriageway Width (CW) of other roads of Gangtok is 5.5 to 7.0m wide. The
gradient of roads is also moderately high in certain lengths, to the tune of 1:10
gradient, especially along Kazi Road, Tibet Road, Namnang Road, Sichay Road
and Paljor Stadium Road owing to the terrain. The vehicular accessibility to

various areas is limited and no organized public transport is under operation. The
poor public transportation system in the city doesnt help the situation forcing the
people to u
The road network is limited in its capacity to carry traffic and potential for
improvement or capacity expansion. This along with rapid increase in private
vehicle ownership has resulted in extreme levels of congestion during peak hours
and safety issues. An integrated approach of promoting balanced land use
development, infrastructure expansion, public transport promotion and traffic
management is essential to build a safe, efficient and convenient transportation
system for the city.
Typical terrain and network conditions are the constraints for expanding the road
widths and further the road conditions restricting the capacity of lanes. The steep
slopes and curves further limit the road capacity and safety. Major delays and
long queues are observed at many intersections during peak and sometimes
during off peak hours owing to poor intersection geometrics.
The National Highway (NH-31A) is the only connectivity with the outside world,
connecting Gangtok with Siliguri, Darjeeling and Kalimpong. The nearest airport
(Bagdogra) and rail head (Siliguri) are 120 km from Gangtok. Gangtoks regional
influence mainly extends towards the South, the East and West Districts and less
towards the North District. This is generally because of good linkages throughout
the East, West and South districts. It is expected that Gangtok will play a major
role in the regional dynamics once trade with Nathula is fully established and the
road linkages is further strengthened.
The city is often cut-off from the national road network in wake of heavy monsoon
and such natural calamities like landslides etc. Further, the city lies in an active
seismic zone categorized as zone v and prone to earth quakes. It is essential to
build a reliable road network to ensure year round access to city from the
national highway network. Further, it is desirable to build in sufficient alternatives
or redundancy in the network to ensure accessibility during times of natural
calamities or disasters for relief and rescue work. Unreliable connectivity also has

a negative impact on the economic growth and development of the city and in
attracting potential tourist traffic or industrial/ commercial investment.
Pedestrian traffic constitutes almost half the total travel demand in the city. Walk
is an essential and sustainable mode in any transport system, especially so in
context of Gangtok. It is essential and desirable to maintain and upgrade
pedestrian facilities such that the people are encouraged to walk at least for
shorter distances and the mode share of walk trips is maintained.
The pedestrian traffic volume is high mainly on MG Road, Indira Bypass and
Deorali Bazar Road. This high volume of pedestrian traffic is due to commercial
activities in these areas. Footpaths are present on all the major roads but their
width is not adequate to carry the present load of pedestrians. M.G. Marg, the
main shopping street is closed to vehicular traffic and records the highest volume
of pedestrians from 5-9 pm.
Typical vehicle parking characteristics of households on roadside during day and
night time occupying one side of the road.
There are no organised facilities available for intercity travel in terms of bus or
taxi terminals, thereby causing inconvenience to tourist and other city-travellers.
Most intercity taxi operations are scattered in the city center. This mixing of inter
and intra city traffic further causes problems of conflict and congestion.
Bus and taxi terminals, cater to both inter-state and intra-state traffic. These
terminals are located at Paljor Stadium Road and at the private taxi stand near
the Police Headquarters. Being within the city core, a high volume of traffic is
generated in these areas. However, there is also a high traffic volume between M
G Marg and zero point area because of the location of work centres, commercial
establishments etc. and easy access to the commercial hub of MG Marg, Tibet
Road and Namnang. Due to the absence of other forms of transportation such as
rail or air traffic, passengers and goods are transported by road. The major roads
are the National Highway No.31A (Gangtok-Siliguri), North Sikkim Highway
connecting Gangtok with the North District and Jawaharlal Nehru Road, which is
the trade route link between China and India.

There are non organised facilities available for Commercial goods traffic, though
a truck terminal is under construction at present. Goods vehicles mix with
passenger traffic resulting in problems of safety and congestion. There is a need
to restrict intra-city goods movement timings and reorganisation of bulk goods
handling activities towards the peripheral areas.

CHAPTER 6
DEVELOPMENT OF VISION AND GOALS STRATEGY

FOR TRANSPORT DEVELOPMENT

Development of Vision and Goals Strategy for Transport

6 Development
6.1. Need for Transport Strategy
Urban Transport Strategy can play an important role in tackling urban problems, traffic
congestion constraints and business efficiency which degrades the quality of life. Urban
Transport projects can reduce journey times and their unpredictability yielding large
savings of travel time and vehicle operating costs and thus release citys economic and
social potential.
The urban transport problem may be described as fundamentally an economic problem
of matching supply and demand with social, energy and environmental aspects and
funding, institutional and political constraints. Urban Transport Strategy should be
based on a rigorous definition of problems. Urban Transport problems of Gangtok
Municipal area have been analyzed in the context of city-wide problems and transport
strategy evolved. This strategy will achieve efficiency in transport sector and provide
better and safe transportation to the people of Gangtok Municipal area
6.2. National Urban Transport Policy
The Government of India has evolved a policy to overcome the problem of poor mobility
which dampens the economic growth and deterioration in the quality of life. The
approach is to deal with this rapidly growing problem as also it can offer a clear direction
and a framework for future action.
The vision of this policy is:
To recognize that people occupy center-stage in our cities and all plans
would be for their common benefit and well being
To make our cities the most livable in the world and enable them to
become the engines of economic growth that power Indias development
in the 21st century

To allow our cities to evolve into an urban form that is best suited for the

unique geography of their locations and is best placed to support the

main social and economic activities that take place in the city.
The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and
sustainable access for the growing number of city residents to jobs, education, recreation
and such other needs within our cities. This is sought to be achieved by:
Incorporating urban transportation as an important parameter at the
urban planning stage rather than being a consequential requirement
Encouraging integrated land use and transport planning in all cities so that
travel distances are minimized and access to livelihoods, education, and
other social needs, especially for the marginal segments of the urban
population is improved
Improving access of business to markets and the various factors of
production
Bringing about a more equitable allocation of road space with people, rather
than vehicles, as its main focus
Encourage greater use of public transport and non- motorized modes by
offering Central financial assistance for this purpose
Enabling the establishment of quality focused multi-modal public transport
systems that are well integrated, providing seamless travel across modes
Establishing effective regulatory and enforcement mechanisms that allow a
level playing field for all operators of transport services and enhanced safety
for the transport system users
Establishing institutional mechanisms for enhanced coordination in the
planning and management of transport systems
Introducing Intelligent Transport Systems for traffic management
Addressing concerns of road safety and trauma response
Reducing pollution levels through changes in traveling practices, better
enforcement, stricter norms, technological improvements, etc.
Building capacity (institutional and manpower) to plan for sustainable urban
transport and establishing knowledge management system that would

service the needs of all urban transport professionals, such as planners,

researchers, teachers, students, etc
Promoting the use of cleaner technologies
Raising finances, through innovative mechanisms that tap land as a
resource, for investments in urban transport infrastructure
Associating the private sector in activities where their strengths can be
beneficially tapped
Taking up pilot projects that demonstrate the potential of possible best
practices in sustainable urban transport
6.3. Vision
With this background, it is desirable to have a vision be developed before considering

different alternative strategies. A vision by definition is a vivid image produced by the
imagination. A transport planners vision for the city and metropolitan area is to see a
well contained city with efficient people-friendly transport system with minimum travel
time & maximum safety and comfort. At the same time the facility provided should be
optimally used. The vision as envisaged for comprehensive mobility plan for Gangtok
Municipal area is as follows:
1. To improve connectivity and travel throughout the city and its region.
2. To improve mobility within neighborhoods, wards, zones and satellite
towns to address inner- and inter-city transportation needs.
3. To achieve efficient arrangement of land use and transport systems to
minimize overall travel cost.
4. To offer viable and reliable transportation options that aim at reducing
dependence on cars, with widespread use of non-motorised modes and
mass rapid transit system.
6.4. Goals of Comprehensive Mobility Plan
Goals for Comprehensive mobility plan for Gangtok Municipal area are as follows
1. 80% of total trips should be made by public transport, with one (or two)

modal changes.
2. 90% of the population should be served by public transport. Trip origins
and destination will be within 500m-1000m of public transport terminal and
stops. For those who do not have access to public transport within walking
distance, safe bicycles lanes should be provided to reach the public
transport system, with secure bicycle parking provided.
3. Safe and convenient pedestrian/NMV facilities should be provided
throughout the urban area. These facilities exist particularly in residential,
commercial and institutional areas.
4. Integrated urban land use and transport system result in efficient and
sustainable mobility for everyone and provide greater accessibility to
opportunities (e.g employment, education, health, goods, and other
services).
6.5. Optimization of Existing Transport Infrastructure
Analysis of existing transport scenario indicates lack of adequate traffic engineering and
management measures. It is, therefore, desirable to optimize the capacity of the existing
transport network by these measures which cost little and are easy to implement. It will
also be desirable to develop an institutionalized capability to achieve these objectives
because the existing organizational set up for traffic and transport management lacks
this capability.
6.6. Development of Satellite Towns
The Gangtok city is growing fast in east, west and south directions. For the year 2041,
it is envisaged that the additional population will be accommodated in the proposed
areas as well as the existing ones considering the existing densities and extension of
existing urban area. In order to restrict the population of Gangtok to 2 lakh by the year
2041, it is necessary that satellite towns such as Ranka, Luing, Pakyong, Assam
Lingsay, Bhusuk, Penlong are to be developed in order to check the immigration to
Gangtok.
.

6.7. Modal Split
The present modal split in favour of public transport is less than 15 percent. However
the maximum trips are catered to by the taxis which ply on Gangtok city roads. This is
due to the high growth rate in personalized motor vehicles and taxis, this share is likely
to fall more in the absence of effective public transport system. This will result in more
traffic on roads. Accordingly, it is suggested that the modal split should be increased to
about 80 percent in favour of public transport and Intermediate Public transport (taxis)
together by providing a city-wide integrated mass transport system network of buses so
that all the areas are within 500m-1000m of mass transport system.
6.8. Planning Options
Transportation system for the city cannot be visualized or developed in isolation of the
overall developmental pattern for the city. A transportation system affects the pattern of
land use development and in turn itself gets affected by the pattern of development.
Land use planning therefore, is an important and effective tool in planning of the
transportation system for the city
Land use distribution
Land use and transport have a relationship of mutual inter-dependence. From a travel
demand perspective mixed and high density developments result in more efficient
transportation systems, provided adequate transport infrastructure can be made
available to handle high concentration of demand. However, in existing and old
developments, where it is not possible to provide additional transport supply in terms of
road space or parking etc, high concentration of activity leads to heavy congestion. In
such a scenario it is important to spatially distribute various land uses and connect them
through transportation network with adequate capacity to handle the resulting demand.
Residential and Commercial use density
There need to be limits on exploitation of land for commercial or residential purposes as

defined by sound planning principles and practice. It is the unregulated use of land that

has resulted in extremely high densities of development leading to traffic and other
infrastructural and basic services deficiencies in the core areas of the city. A
comprehensive land use plan for the city needs to define residential and commercial
use densities for various zones or areas of the city and these limits should be enforced
to decongest the existing critical areas and to regulate future development of the city in
a sustainable manner.
Development Controls
Development controls shall be designed and enforced for the city in order to promote
safe building practices, enforce density and use conditions and promote healthy living
environment. Development controls would normally include regulation and restriction on
height and dimensions of building, use, structural adequacy, health and safety
considerations etc.
6.9. Policy Options
1. Vehicle Registration Policy/ Taxation
Aizwal has seen a multi fold increase in vehicle ownership due to improvement of
economic status of people coupled with easy availability of credit. This however, was
not accompanied by commensurate public expenditure in creation of supporting
infrastructure like parking or wide roads etc. this has resulted in extremely congested
situation of traffic on city roads. There are thousands of taxis on city roads with little
space to move resulting in long queues and waiting time at intersections. A practical
registration policy based on appropriate taxation can serve dual purposes of dampening
the artificial demand created due to conspicuous consumption patterns while at the
same time generating resources to upgrade public facilities such as roads, parking or
transit etc. The tax proceeds from such measures should be specifically earmarked and
used for the purpose or improving the transport infrastructure and public transport
facilities only.
2. Public Transport policy
A comprehensive public transport policy needs to be developed for the city in order to

guide and regulate the operations of buses and other modes of public transport. The
policy needs to define the system of fiscal incentives, concessions and obligations of
public transport operators in the city in order to make the operations feasible and
services user friendly in order to promote the use of public transport. A nodal agency
shall be responsible for routing and scheduling of services and also, regulating and
monitoring operations with respect to planned routes and schedules. This also has to be
defined under the policy.
3. Shifting of Work Centers
Significant population of the city is salaried working class with a major proportion of this
in government services. With all government offices situated in the city center a lot of
travel demand can be shifted if a policy decision regarding shifting of work centers to
appropriate locations is taken by the government. It is not only the government
employees that will shift due to such policy but also a number of allied or supporting
activities that take place in the private sector will also shift. Furthermore, this will also
result in shifting of residential locations in relation to the work centers over a medium to
long term leading to better traffic and living conditions in the core areas.
4. Adjustment of Work/Activity Timings
It has been observed that a lot of activities are concentrated at specific timings thereby
creating a rush of traffic at those particular times. It may be justified to keep government
office timings in tune with the standard timings of the rest of the country but school
timings should be aligned to local day light cycle as a matter of convenience. As a policy
decision the local/state government can adjust and stagger the work and school timings
thereby distributing peak demand over different time periods.
5. Expansion of City Limits/New areas of Development
Another policy option that will have an impact on the development pattern and
consequently travel demand is opening up of new areas for development or expansion
of city limits. As decision is made to develop newer areas for residential or other
activities, a coordinated effort needs to be made by various concerned agencies to
develop the site and provide basic physical and social infrastructure at these locations,

create or extend roads to such areas to provide accessibility to these sites and promote
or guide public transport to these areas in order to provide mobility which will trigger off
a self sustaining cycle or development, which will help decongest the core areas.
6.10. The Preferred Strategy for Transport Development
In order to prepare the Comprehensive Mobility Plan the following policy measures are
required to be taken based on which the mobility plan will be finalized.
1. Mass transport system to provide wide coverage and interchange facilities

with other modes of transport.
2. Provide substantially large network of medium level mass transport system
such as BRT to cover the areas beyond the Ropeway network and on over
loaded corridors.
3. Landuse adjustments and densification of corridors along mass transport
(ropeway) corridors where possible.
4. Extension of commuter rail system up to the Lingsay, Bhusuk, and
strengthening of Gangtok rail link to act as sub-urban services.
5. Introducing BRT and wherever possible dedicated bus lanes.
6. Rationalization of local bus system and its augmentation.
7. Improvement in traffic management through TSM measures.
8. Special facilities for pedestrians within the entire network especially in the
core areas; pedestrianisation of selected shopping streets inside the core
area.
9. Diverting through traffic on bypasses. Providing transport hubs at the
junctions of bypasses with important radials such as; the National Highways
and other heavily loaded roads.
10. Improving Primary, Arterial and other important roads by providing grade
separation, junction improvements, adding missing links, widening and
other road side facilities wherever necessary.
11. Transport integration of various modes.

CHAPTER 7
TRAVEL DEMAND MODEL

7 Travel Demand Model
7.1. Base year Network development
The zoning system adopted is in coherence with those adopted by the local planning
bodies. The zone system of Gangtok comprised of 15 Internal Zones and 08 External
Zones, making it a total of 22 zones. The study area along with the external zones has
1471 nodes with 1576 links and 22 zone centroids Map 7.2
Map 7.1: Existing Road Network Development

Map 7.2: Gangtok Base Road Network
The chosen modeling suite served as a robust network database which will enable
validation of traffic flows and scenario testing through cross sectional simulation runs on
the overall network and for parts of it (junctions, street tranches, etc.).
7.2. Vehicular Network
The vehicular network for the Gangtok City Corporation Area is defined across the road
hierarchy covering arterial, sub arterial (Primary Network) and local and collector streets
(secondary network).

Map 7.3: Road Node Centroid and their Connectors
The zone centroid is assumed to serve as a key reference point within a zone. The said
centroid will represent the zonal average of trips generated and attracted to a zone in
line with the primary network. The base road network, centroid and centroid connectors
are as per Map. 7.3. The average journey speeds allotted to the centroid connectors
linking zones with nodes were 5 Kmph in the city, 10 Kmph for outer access roads.
The distances between link pairs lengths were ascertained using the key plan and

validated onsite. Each link connect was assigned appropriate journey speed (with delay
component) with corresponding flow and capacity parameters.
7.3. Network Validation
The validation exercise demanded random onsite validate of the links pertaining to the
primary overlapping network, speed assessments as obtained from Speed and Delay
survey versus the one exogenously assigned and the observed flow of traffic across
either side of screen lines. Needless to say the sincerity of the model was confirmed
when modeled flows (post traffic assignment exercise) were compared with mid-block
counts.
7.4. Trip Distribution
7.4.1. Introduction
A trip distribution model was formalized to calibrate travel patterns that reproduce inter-
zonal patterns of surveyed traffic under a set of constraints. The calibration is a iterative
process, whose function is to fill the nonzero cells of expanded OD matrix and produce
TLFD. (observed and estimated) using Gravity Model with given friction values. If all the
cells are filled then the TLFD and matrix can be accepted. Otherwise the iterations have
to be repeated till the zero cells are filled.
7.4.2. Approach
Calibration of the base matrix has been carried out using the Gravity model. The model
specification used is as follows:
Tij = Pi x Aj x Fij x Kij
Aj x Fij x Kij
WhereTij : Trips between i and j
Pi : Trips produced from i
Aj : Trips attracted to j
Fij : Friction factor
Kij : Balancing Constant
Fij = deterrence function for mode m

= Km e-Bcijm C Jim
Where K = above mentioned constant
C = generalized cost of travel
= Calibration constant as obtained from the exponential/power deterrence function
The model was calibrated with doubly constraints imposed on the horizontal totals and
the vertical totals of the matrix so as to ensure-
Tim = Gi Tim = Aj
7.4.3. Overall Matrix Calibration Statistics

Software Output
The initial input values assumed for the purpose of matrix calibration, a & were 0.986
and -0.0021 respectively. They were used as the initial seed values for the purpose of
undertaking the trip distribution exercise. The final calibration parameters emanating as
an output read:-
a = 0.986
= -0.0021
Figure 7.1: Trip Length Frequency Distribution Based on Distance
60.0%
50.0%
40.0%
% OF TRIPS
30.0%
20.0%
10.0%
0.0%
distance

Figure : 7.2 : Cumulative Trip Length Frequency Distribution Based on Distance
120.0%
CUMMULATIVE% OF TRIPS
100.0%
80.0%
60.0%
40.0%
20.0%
0.0%
distance
7.5. Network Assignment Validation
The travel desire lines for the base year is as per figure.The major corridor of movement
can be identified using this assignment. Also, validation of model needs to be done.
Map 7.4 shows the assignment results for base year 2009

Figure : 7.3 : Assignment Results (Gross Level)

7.5.1. Validation Statistics post Assignment of the Calibrated Matrices

The validation of results from the traffic assignment was carried out with a consistency
check by using screen line traffic flows and at selected mid blocks. The discrepancies
observed across the most survey locations were within 8% of the actual counts. Table
7.1 shows comparison of observed and assigned flows across screen line.
Table 7.1 Comparison of Observed and Assigned Flows (Sample Results)

Location Survey Trips Diff
Lal Market Intersection Volume Count 2120 2567 447
0' Point Intersection Volume Count 1673 1718 45
Amdo Golai (Indira Byepass) Intersection Volume Count 1712 1680 -32
Ridge Road & NH 31 A Volume Count at Intersection 1177 1090 -87
2rd Mile Ganesh Tok Intersection 1282 1180 -102
Power Station Road Junction 1513 1483 -30
The difference between the assigned and observed flows should not be more than 10%.
As it can be seen, the above difference is within the range of 10%, thus the model
developed is acceptable and can be used of future scenario building.
The travel demand model developed for the base year is validated by assigning
updated travel trips for both private and public transport to their respective networks.
The assigned volume on the network was then compared with the observed volume at
screen lines/midblock of study area. The estimated travel under various parameters of
the study area in terms of average network speed, total vehicle hours/km, total
passenger hours/km etc. is given in 7.2
Table 7.2 Estimated Travel under various parameters - 2009

Vehicular Trips Assigned (Peak Hour) 2492
Vehicular Trips Assigned - Private (Peak Hour) 2462
Vehicular Trips Assigned PT (Peak Hour) 30
Average Network Speed 26.00 Kmph
Vehicle Km (Peak Hour) 161419
Vehicle Hour (Peak Hour) 523759

Peak hour assignment for the base year and the major corridors are given in Map 7.5.
Map : 7.5 : Peak Hour Assignment
From the assignment as shown in map 7.5, it is observed that the traffic volume is high
on the NH and some major roads leading to city core area.
The list of mobility corridors are as follows:
NH 31 (near Manipal Hospital)
NH 31 (near Sikkim Govt. College)
NH 31 (Meeting point of Tadaong to Zero Point road)

NH 31 (Near DC office)
Tadong to zero Point road
Chandmari road
7.6. Summary
The travel demand model for the study was formalized using the UTPS framework. It is
used to validate the estimates of traffic and model the travel pattern as obtained from
primary surveys. The following are the key concluding remarks:
The detailed operational model was able to replicate and validate much of the
travel and traffic patterns on the primary/secondary network and across screen-
line points
The validation exercise bought out limited discrepancies with respect to midblock
data consistency (when compared to model flows). Such issues have been
highlighted in this chapter and will be addressed before the subsequent
submission.
The exercise clearly models the shift in consumer preferences towards alternate
mode choice (to be used as an input in subsequent analysis) on account of
savings on travel cost and time
The developed travel demand model is fully operational and can be subjected to
scenario and sensitivity testing across horizon years owing to endogenous and
exogenous interventions.

CHAPTER 8
FUTURE URBAN GROWTH SCENARIO

Future Urban Growth Scenaro

8
8.1. Future Growth Scenario
For the preparation of the Comprehensive Mobility Plan for Gangtok, the population
projection is taken from CDP, Gangtok. The strategic Urban Travel Demand Model
developed under this study is used to predict the travel patterns and modal shares for
the horizon years i.e. 2021, 2031, 2041 under respective land use and transport
network scenarios.
8.1.1. Horizon Year Strategies

Assuming a growth rate of 6.0% the population has been projected. The projected
population for 2021, 2031 and 2041 were used for estimating trip ends in the
corresponding years. The population projections are given in Table 8.1 respectively.
Table 8.1 Population/Employment Projections
Name of the Projected Population in the Study Area
Area 2009 2015 2021 2031 2041
GCC 94145 141559 200805 359610 644007
The Master Plan Gangtok has not been prepared. In the absence of the same any
change in land-use is difficult to incorporate while predicting trip ends as well as trip
distribution. Thus assuming similar kind of land use for the horizon years the analysis
has been carried out as presented below.
The forecasted Trip Ends are given in Table 8.2.

Table 8.2 Forecasted Trip Ends

Ward Trips Produced
Number 2015 2021 2031 2041
1 7458 10580 18947 33930
2 8181 11604 20781 37216
3 5586 7923 14189 25411
4 5164 7326 13119 23495
5 8487 12040 21561 38612
6 8468 12012 21511 38523
7 5360 7603 13616 24384
8 7930 11249 20146 36078
9 6233 8841 15833 28355
10 5956 8449 15130 27096
11 6855 9724 17415 31187
12 2790 3958 7089 12694
13 4925 6986 12511 22405
14 3642 5166 9251 16567
15 4979 7062 12648 22650
Total 92014 130523 233747 418605
8.2. Future Transport Network Scenarios

Information on the transport network improvement proposals was collected from various
agencies responsible for implementation of road projects. These improvements could
be in form of road widening projects, junction improvement plans, construction of new
roads etc. The base year was updated with the same for development of horizon year
network. The transport scenarios to meet the travel demand for the horizon year 2015,
2021, 2031 and 2041 is explained in subsequent section.

CHAPTER 9
FUTURE TRANSPORT NETWORK SCENARIO

9 Future Transport Network Scenario
9.1. Strategies
Considering the status of progress in various fronts that have already been initiated in
Gangtok, the road to an integrated urban transportation strategy is fraught with
difficulties. The cost of not doing the integration is far higher than that of doing it and the
resultant situation, if the integration is not done, will be far messier than the process of
doing it. Therefore, the following initiatives are recommended.
The above strategy is sought to be implemented through the following broad
approaches:
Developing pedestrian facilities by connecting prominent areas by stairs
wherever possible to increase the walkability index of the city thus decreasing
motorized trips by increased share of walk
Pedestrianizing important portions of the core city area and linking them with
strategic parking places to encourage people to walk in such areas
To identify the mobility corridors along which high performance public transport
system to be developed on the basis of a technical and economic feasibility and
rote rationalization of the existing service
Improving operations of public transport so that there is significant shift of modal
split towards public transport.
Providing alternative routes for those having to enter the core city area even
when their journey does not begin or end in this part of the city. For this purpose,
ring corridors have been suggested to enable the core city area to be bypassed.
Providing bypass routes for long distance commuter and truck traffic so that they
do not have to travel through the city roads.
Policy level intervention that would discourage the use of personal motor vehicles
The following strategies need to be adopted in quest to meet the various goals set for
Gangtok.

I. Development of Mobility Corridors

II. Public Transit Improvement Strategy
III. Pedestrianisation strategy
IV. Travel Demand Management Strategy
9.2. Mobility Corridors

Roads can be classified based on their functionality as Arterial, Sub Arterial, Collector
/ distributor and local streets. This is important to standardize the design and
management of the roadways. Even though the hierarchy of roads exists in Gangtok the
roads are not maintained according to the required standards. By designating roads as
mobility corridors, these corridors should get priority for increasing the through put as
well as to ensure desirable speeds of traffic.
9.3. Public Transit Improvement Strategy

One of the strategies identified as part of the vision is to increase the public transport
share to 80%. The existing level is about 2% and in the future if nothing is done it is
estimated that the share will deteriorate even further. For this purpose various
technology alternatives in public transport are being considered.
The existing modal split in favor of public transport is 2%. To increase the public
transport trips to 80% various technology alternatives in public transport are being
considered. The alternate scenarios are:
Do Nothing
Augment existing operations
Route Rationalization of existing operations
Route Rationalization of existing operations + Ring and Radial Corridor
development
Do Nothing
This scenario assumes that no major improvements are anticipated. The changes
contemplated will be limited to most improvement options such as providing bus
shelters etc. The existing urban transport model is used to simulate the traffic

characteristics under this scenario

Assuming, no increase in fleet and subsequent increase in load factor, the number of
PT trips the system can sustain over the horizon years.
Table 9.1: Projected Modal Split in Do Nothing Scenario
2009 2021 2031 2041
Total Demand 79368 130523 233747 418605
Modal Share 1% 2% 2% 2.5%
Augment Existing Operations
One of the ways of increasing public trips is through the provision of bus fleet
augmentation. As part of this scenario, City bus authorities will be required to increase
the existing fleet with most likely additional routes as well. The services offered would
be through a variety of bus sizes suitable for segments and services without ITS
operations.
The bus fleet augmentation should focus on modern buses where choice of bus
technology is important, as it will strongly influence the systems performance and
commuter perceptions. Vehicles have direct impact on speed, capacity, environmental
friendliness and comfort.
BRT Based Public Transport Plan

One of the successful ways of increasing the public transport trips in addition to the fleet
augmentation is to increase the speed and capacity of the public transportation system
by way of dedicated public transport corridors. A public transport corridor is an
alignment mostly on existing transport network system with at grade or grade separated
supported by dedicated carriageway to carry public transport trips.
But, as the ROW in Gangtok does not allow proposal of BRT or dedicated lanes, BRT
should not be proposed in Gangtok.
Ring and Radial Roads Based Public Transport Plan

Following circumferential and radial corridors are considered for implantation.

Inner Ring Road (To be Constructed)

Outer Ring Road (To be Constructed)
9.4. Typical Segregation of NMVs

Footpaths
A significant portion of the trips (43 %) are made completely by walk. Sidewalks and
stairs have valuable community benefits. The following is suggested for the installation
and maintenance of footpaths:
I. Foot path and stairs are to be constructed on the proposed mobility corridors and
also the secondary arterials, as a minimum requirement. It should also be
provided in all the residential roads, wherever possible.
II. Encroachments on footpaths to be removed. Any further obstruction like tress etc
to be relocated.
III. The footpath design should be comfortable to all class of users. The height
should be easily accessible by children, old people, women, etc. Also, it must
discourage two wheelers using the footpath.
IV. At signalized intersections, pedestrian zebra crossings must be clearly marked
V. Footpaths at all busy intersections must be provided with handrails to enforce
pedestrian cross at zebra crossings.
The different types of pedestrian crossings that can be developed are given below:
I. Zebra Crossing
II. Special Signals consisting of electric lamps or light emitting diode
III. Skywalks , Subways
IV. Special Signals and Markings for pedestrian movement and to stop vehicles in
the way of foot traffic
V. Pedestrian refuges
VI. Pelican Crossings
VII. Pedestrian Crossing as shown in Figure 5.10

9.5. Traffic Management

Traffic Management will include the following:
Junction Improvements
Traffic Management Measures
Safety Measures
Parking Management Measures
Traffic Management Measures
The inventory of the roads undertaken revealed that road space allocation on some
roads do not allow any major restructuring. The ROW range from 6 14 meters. In such
a situation certain traffic management measures need to be adopted to allow smooth
operation of traffic. The areas that need special focus in abating the current situation
that they are facing certain traffic management measures may be adopted, after careful
analysis/ study of the following areas.
Safety Measures
The major accident causative factors emerging from an analysis of accident data, as
well as interaction with various types of road users and police authorities are as under;
Poor road geometrics
Insufficient street furniture
Lack of pedestrians facilities
Ineffective traffic control measures
Based on preliminary road safety audit of project roads and detailed analysis of road
accident data, possible improvement measures for typical black spot sites are as
follows;
1. Intersections / Junctions
Channelisation / Signalisation to reduce conflict points
Adequate street furniture

Proper maintenance of road signs and road markings

Footpaths with guardrails for safe pedestrian movements
2. Road links / mid blocks

Provision of adequate hard shoulders for traffic segregation
Lane markings, road edge markings with retro reflective paints
Provision of adequate street lighting
Painting parapet walls / railings by retro reflective paintings at frequent intervals
Raised footpaths
3. Sharp curves
Realignment of curves by improving the radii
Provision of adequate super elevation and extra widening
6. Urban areas
Provision of pedestrian footpath with guardrails
Provision of pelican signals and raised pedestrian crossings
Provision of adequate off-street parking to avoid on-street parking
Provision of bus bays
Provision of adequate street lighting
7. Traffic control and management measures

Installation of adequate retro-reflective traffic signs and markings
Provision of object / obstruction markings and delineators with reflectors
Provision of bypasses at major settlements
Traffic control, regulation and management devices
8. Enforcement measures
Training for enforcement personnel for efficient enforcement
Speed control by road signs, traffic calming measures and enforcement
measures
Helmets for two wheelers to be made mandatory to avoid casualties

Seat belts for cars to be made mandatory to avoid casualties

Parking control on streets to retain capacity for traffic movement
Driving under the influence of alcohol and drugs should be strictly controlled
Parking Management Plan

As part of the principles upon which the CMP is being developed it is envisaged that
strategic parking lots would be developed and integrated with the CMP elements. The
parking structures, either isolated or integrated with the public transport terminals,
should meet some or all of the following requirements before implementation:
I. The parking must facilitate public transport
II. The parking must facilitate non motorized transport
III. The parking lots should improve off set removal of on street parking
A parking policy needs to be devised for long term vehicle parking. Measures like car
pooling, public transport connectivity in peak hours to be used to reduce usage of
private vehicles.

CHAPTER 10
TRAVEL DEMAND FORECAST

10 TRAVEL DEMAND FORECAST
0
10.1. Short Term Improvement Plan
The conventional approach is to prepare a short term improvement plan to take care of
the priority areas in the city. Long term improvement plans will be included in the
scenarios to be discussed in coming chapters.
Do Nothing scenario with respect to the development of transport facility and assess
what the problems would emerge with the expected growth of population and along with
future travel demand towards horizon years 2021, 2031, 2041. In Do Nothing Scenario
will be available by the horizon years therefore would be a Do minimum situation with
some of the spot improvement plans and traffic management plans to be carried out.
The Do-minimum assignment was carried out for the horizon years to identify the
bottlenecks, over capacity links etc. With this it is possible to identify the major
constraints in the network. Once the constraints are identified it is easy to formulate
schemes to overcome the problems. New infrastructure, traffic management plans, and
policy controls can be worked out with the help of identified schemes.
In the Do Nothing Scenario, any fleet augmentation or route rationalization is not
expected. The only assumption that is made is that the existing fleet is used attain its
maximum load factor.
There would be an increase in traffic volume on most of the road network beyond its
capacity. Peak hour traffic assignment on the road network for the year 2021, 2031,
2041 is shown in Table 10.1.

Table 10.1 Modal Split Present and Forecasted Do Nothing Scenario

Modes Modal Split (incl. walk)
Base Year Scenario - 2009
Daily Person %age
Trips (Lakhs)
Private 12297 56%
Bus 29 1%
Horizon Year Scenario 2021
Private 73093 56%
Bus 2610 2%
Private 128561 55%
Bus 4675 2%
Private 228140 54.5%
Bus 10465 2.5%
The traffic characteristics of the study area extracted from the model in terms of
average network, speed, vehicle distance traveled, total passenger hours etc is given in
Table 9.1 for the horizon years. There would be an increase in traffic volume on most of
the road network beyond its capacity. The V/C ratio for the entire network for the
horizon years 2021, 2031 and 2041 is given in Map 10.1, Map 10.2 and Map 10.3
respectively.
By 2021, as it is seen in Map 10.1, by 2021, that links emerging out of the city would be
clogged except at the top most end the town. The Volume by Capacity ratio on NH 31
would also be nearing capacity saturation. The city core would continue to remain
congested.
By 2031, the number of roads with volume by capacity ratio greater than 0.5 would
increase further. Parts of arterial would also be congested.

It is observed from the figure that the traffic movements would be heavy on the arterial
leading to the city core along with some major roads connecting CBD area leading to
reduction in travel speeds and increase in V/C ratio.
The V/C is exorbitantly high and indicates jamming conditions in the horizon years.
Thus there is a requirement to augment capacity as well as to make significant changes
in travel patterns for smooth operations of the traffic. The Estimated Travel under
various parameters of the Do Nothing Scenario is given in Table 10.2.
Table 10.2: Estimated Travel under various parameters Do Nothing

Estimated Travel under various parameters 2021 2031 2041
Trips Assigned (Peak Hour) 2975 4665 7663
Average Network Speed 31 28 23
Vehicle Km (Peak Hour) 177273 255181 393885
Vehicle Hour (Peak Hour) 575655 829670 1282491
As it can be seen from the above analysis, the traffic and travel situation without any
significant improvement would be difficult to manage and result in absolute chaos. This
would affect the growth potential and tourism of the city. Thus to develop the city into a
world class tourist and IT city, various strategies have to be initiated. Therefore, the
combination of various strategies designed to improve the quality of traffic operation has
been envisaged emerging as Scenario 2.
10.2. Scenario
Considering the evaluation of the above scenario, the most important issue to reduce
traffic will be to increase the share of trips by public / mass transport. This will mean
providing public transport services on all corridors. The various strategies to be
developed in Scenario 2 are given below.
I. Development of Tourist Centers
II. Development of Mobility Corridors
III. Missing Links to increase walkability index
IV. Bus Augmentation / Route Rationalization

V. Integrated Public Transit Network Planning

VI. Access to the public transit network that includes integration with auto rickshaws,
taxis and NMT modes
VII. Safety Measures for NMT at junctions
VIII. Restricted delivery times in CBD
IX. Junction Improvements
X. Blackspot Identification and eleimination of Traffic
XI. Road Maintenance & Management Plan
XII. Encroachers / Hawker Management
XIII. Parking Control
Strategy I Network Improvement Plan

The base year network was updated by including identified and committed road and
additional public transport routes to form the forecast the network which includes base
year network with proposed link speeds. With the proposal of removal of on street
parking from almost all over the city, improvement of link speeds is anticipated.
Based on the assignment for the horizon year it is observed that there are certain
stretch of roads which will be overloaded and will not be able to accommodate the
future traffic. The list of roads that are congested are given below in Table 10.3.
Table 10.3: Estimated Travel under various parameters Do Nothing
Road Name
NH 31 (near Manipal hospital)
NH 31 (near Sikkim Govt. College)
NH 31 (at meeting point of Tadong to Zero point road)
Tadang to Zero Point road (Forest Secretariate)
Tadong to Zero Point road (Police Station)
NH 31 (DC OFICE)
Bhanu Path

Strategy II Improvement of Public Transport System

Considering the present modal split, the most important issue to reduce road traffic will
be to increase the share of trips by public/mass transport. This will mean augmenting
the public transport operations. The alternate scenarios considered are:
I. Enhance Bus System, including Route Rationalization
II. Bus System + Introducing Ropeway as a Public Transport mode
This scenario aims at improved traffic transportation by enhancing the bus system
including route rationalization.
Once the evaluation of above scenario is made, the crucial issue emerging out is
reduction of private vehicular trips i.e. to increase the share of public transport. For this
scenario, it is proposed to increase the modal split for the horizon years. The targeted
modal split for the horizon year is given below in Table10.4.
Table 10.4: Targeted Modal Split
Year Targeted Modal Split
2021 20%
2031 30%
2041 40%
The improved public transportation and associated improvements to the study area
would substantially shift the travel patterns of the study area. Results from the travel
demand model indicate that after implementing the public corridors and the other
necessary proposals public transport share of the trips would increase to approximately
35% 40% of the motorized trips. To further increase in public transport modal shares
additional demand management interventions are necessary:
Corridor densification
Limited availability of parking as well as high parking fees
Congestion charges
Parking Management Plan

Presently most of the roads in Gangtok have on street parking. Parking control is
important for many considerations including the following:
Control the personalized vehicles plying in the system

Potential to augment and facilitate the public transport corridor ridership

Loss in the throughput of the adjacent street due to parking interface
Consolidation of the on street parking
Gain / loss of the business of the commercial uses on the street
Revenue generation potential through parking charges
Facilitate pedestrianisation policy
Strategy III: Development of Mobility Corridors
Functional classification of the urban roads is an important step wherein design and
management of the roadway would be standardized. Functionally, urban roads are
classified as Arterial, Sub arterial, Collector / Distributor and Local Streets. In
Gangtok, even though the hierarch of roads exist the roads are not maintained
according to the required standards. By designating certain roads as mobility corridors,
these corridors get priority for increasing the throughput as well as operating level of
service. Therefore for a mobility corridor increasing the throughput as well as speeds
would then be focused and appropriate solutions have been proposed.
Peak hour traffic assignment on the road network for this scenario for the horizon years
2021, 2031 and 2041 is shown in Map 10.4, Map10.5 and Map10.6.
It is observed that there is significant reduction in traffic volume on many roads with
increase in passenger trips on mass transport network. The daily trips assigned in the
proposed network for horizon years are given below in Table 10.5.
Strategy IV: Non Motorized Plan

The Non Motorized Plans are summarized below:
Install Footpaths
Install Pedestrian Grade Separated Facilities
Encourage and Designate Pedestrianisation in Core Area
The Table 10.5 presents the public and private trip distribution for the horizon years
2021, 2031 and 2041. This improvement is expected with increase in the modal split in

favor of public transport system.

Table 10.5: Modal Split Base and Horizon Year Scenario 2
Modes Modal Split (incl. walk)
Base Year Scenario - 2009
Daily Trips %age
Private 12297 56%
Bus 29 1%
Private 39157 30%
Bus 26105 20%
Private 44412 19%
Bus 70124 30%
Private 41860 10%
Bus 167442 40%
Public transport network has been upgraded by adding new buses in the fleet.
As the above frequencies calculations suggest large fleet size, it is difficult to sustain the
same in a city like Gangtok. Given the limitation of ROW in Gangtok, it is essential to
plan a system with greater throughput which can help achieve the targeted modal split.
The desire line diagram for this scenario for different years is shown in Map 10.7, Map
10.8 and Map 10.9. It is observed that there is significant reduction in traffic volume on
many roads with increase in passenger trips on mass transport network. The daily trips
assigned for horizon years are given below in Table 10.5
As the share of public transport increases traffic loading on the network reduces which
is reflected in the improved V/C ratio as given in Table 10.5 below:
Table 10.5: v/c Ratio
S.No Name of the Road V / C ratio
2021 2031 2041
1 NH 31 (near Manipal hospital) 1.22 1.48 1.40
2 NH 31 (near Sikkim Govt. College) 1.36 1.70 1.68
3 NH 31 (at meeting point of Tadong to Zero 1.52 2.00 2.10
point road)
4 Tadang to Zero Point road (Forest 0.52 1.38 1.44
Secretariate)
5 Tadong to Zero Point road (Police Station) 0.64 0.84 0.90
6 NH 31 (DC OFICE) 0.44 0.50 0.66
7 Bhanu Path 0.40 0.60 0.70
8 Chandmari 0.58 0.72 0.84

The change in modal split changes the major corridors of movement. Thus it is
important to understand the Desire Line of Travel and any emerging mobility corridors
for private as well as public vehicles. The Map 10.7, Map 10.8, Map 10.9 gives the
desire line for 2021, 2031 and 2041 for private as well as public vehicles.
Desire line diagram for 2021 gives clear idea about maximum trips will generate/starts
from Deorali, Development Area, Lower MG Marg, Ranipool ward and also from siliguri
road outer corden point.These all areas are mostly residential or mixed landuse areas.
Most of the trips will end at Chandmari, Deorali, Lower M G Road, Ranipool. These all
areas are either commercial or institutional. Out of seven cordon points 2 are
predominantly seen as major destination those are Setipool Road connecting Gangtok
to Pakyong and Ranipool outer cordon point connecting to Silliguri/ Kalingpong/
Darjeeling. Details of this is shown in Map 10.7

Desireline Diagram for 2021:

Table 10.6: Matrix of trip generation and distribution for the year 2021.
ZONES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Total
1 12 0 3 0 7 5 3 7 3 0 0 5 9 17 0 0 0 0 4 1 1 8 85
2 0 27 5 0 4 8 5 11 3 1 3 1 5 5 1 0 0 10 5 2 12 10 118
3 0 1 5 4 6 19 0 7 8 0 1 0 0 1 0 0 0 8 6 2 1 11 80
4 0 0 6 6 5 2 3 7 3 9 0 8 0 1 1 0 0 0 7 1 2 9 70
5 3 1 6 5 7 11 6 26 5 1 1 5 1 1 4 0 0 1 9 2 9 47 151
6 1 3 29 1 10 14 3 8 1 3 0 3 0 5 1 0 0 0 11 2 3 7 105
7 1 3 0 2 5 2 25 3 2 1 2 2 1 2 2 1 0 0 6 2 5 15 82
8 3 3 5 3 9 3 1 28 5 3 2 9 0 4 0 0 0 0 3 4 1 15 101
9 0 0 8 3 3 0 2 9 24 2 0 6 2 1 1 0 0 0 5 1 4 8 79
10 0 0 0 5 0 1 1 7 2 37 0 2 0 0 0 5 0 0 51 18 3 15 147
11 0 1 14 0 2 2 5 13 0 0 19 5 5 1 2 0 0 0 3 3 1 1 77
12 1 0 0 3 3 1 1 10 5 1 0 1 0 0 1 0 0 0 16 5 7 39 94
13 3 3 5 1 2 0 2 1 3 0 4 2 19 3 2 0 0 0 3 0 3 7 63
14 4 1 1 0 1 3 2 5 0 0 2 2 5 9 0 0 0 0 3 0 2 5 45
15 0 1 0 1 8 0 1 1 4 2 1 3 0 2 24 0 0 0 3 0 4 7 62
16 0 0 0 0 0 0 0 1 0 4 0 0 0 0 0 0 0 0 0 1 0 2 8
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
18 4 5 3 3 7 4 5 6 6 1 3 2 2 2 1 0 0 0 0 0 0 2 56
19 3 3 3 2 3 4 4 4 3 10 1 1 1 1 1 0 0 3 8 0 3 4 62
20 0 2 1 1 3 1 2 3 3 14 0 4 1 0 2 1 0 0 9 3 3 12 65
21 2 9 2 3 4 1 2 2 3 2 0 2 1 0 2 0 0 0 2 0 7 1 45
22 5 4 7 6 30 7 10 22 6 13 3 18 4 3 3 1 0 2 17 7 7 1 176
Total 42 67 103 49 119 88 83 181 89 104 42 81 56 58 48 8 0 24 171 54 78 226 1771

Future projections for 2031 shows that maximum trips will generate from Deorali,
Bhurtuk, Developemnt Area, Lower M. G. Marg and Ranipool wards and outer
cordon point i.e. Ranipool connecting Gangtok to Siliguri/ Darjeeling. Except M.G.
Road which is commercial area rest all wards are mixed as weel as residential
areas.
Destination of maximum trip will be Chandmari (Institutional+Residential), Deorali
(Institutional+ Commercial+Residential), Development area (Office+ Residential) and
Lower M. G. Marg (Commercial Area). Outer corden points will be Rumtek satellite
town of Gangtok and Ranipool connecting Gangtok to Siliguri. Details of this desire
line are shown in Map 10.8


Table 10.7 : Matrix of trip generation and distribution for the year 2031.
ZONES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Total
1 19 0 6 0 12 9 6 12 6 0 0 9 16 31 0 0 0 0 5 1 1 9 142
2 0 48 10 0 7 14 10 19 5 2 5 2 10 10 2 0 0 10 6 2 13 11 186
3 1 3 9 7 10 35 1 13 14 0 3 1 0 2 1 0 0 9 6 2 1 12 130
4 0 0 11 11 10 3 6 13 6 15 0 14 0 1 1 0 0 0 7 1 2 10 111
5 5 1 11 9 13 20 11 47 9 3 1 9 1 3 6 0 0 1 10 3 9 49 221
6 2 6 51 2 18 26 5 15 1 5 0 6 0 9 1 0 0 0 12 2 3 7 171
7 2 5 0 4 8 4 44 5 3 2 4 4 1 4 3 1 0 0 6 3 5 15 123
8 5 6 8 5 15 5 1 51 9 6 3 16 0 6 0 0 0 0 4 4 1 15 160
9 1 1 13 4 4 1 3 16 43 4 0 11 3 2 2 0 0 0 5 1 4 8 126
10 0 1 1 8 1 3 3 12 4 67 0 4 0 0 1 5 0 1 53 19 3 16 202
11 0 1 26 0 3 3 9 23 0 0 34 8 9 1 3 0 0 0 3 3 2 1 129
12 1 1 0 5 5 3 2 18 9 3 0 2 0 0 1 0 0 0 17 5 7 40 119
13 5 5 9 1 3 0 4 1 5 0 7 3 34 5 3 0 0 0 3 0 3 7 98
14 7 1 2 1 2 5 3 9 1 0 3 4 8 17 1 0 0 0 3 0 2 6 75
15 0 2 0 2 14 0 2 2 8 4 2 6 0 4 43 0 0 0 3 0 4 8 104
16 0 0 0 0 0 0 0 1 0 4 0 0 0 0 0 0 0 0 0 1 0 2 8
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
18 4 5 3 3 7 4 6 6 6 1 3 2 2 2 1 0 0 0 0 0 0 2 57
19 3 4 3 2 3 4 4 4 3 10 1 1 1 1 1 0 0 3 9 0 3 4 64
20 0 2 2 1 3 1 2 3 3 15 1 4 1 0 3 1 0 0 9 3 3 13 70
21 3 10 2 3 4 2 2 2 3 2 0 3 1 1 2 0 0 0 2 0 8 1 51
22 5 5 7 6 31 8 10 23 6 14 3 18 5 4 3 1 0 2 18 7 7 2 185
Total 63 107 174 74 173 150 134 295 144 157 70 127 92 103 78 8 0 26 181 57 81 238 2532

Desire line matrix gives clear idea for year 2041. In future maximum trip will be
generated from following wards. Bhurtuk (Residential), Deorali (Mixed), Ranipool
(Mixed) and outer cordon point will be Ranipool.
In future maximum trip will be destined to following wards.Chandmari
(Institutional+Residential), Deorali (Mixed), Lower M. G. Marg(Commercial) and
Ranipool outer cordon point.Deside line for 2041 is shown in Map 10.9.
These assignments reveal that there are certain stretches of roads in the core area
that are still overloaded as they are being used by both private vehicles and PT.
Hence it is required to augment capacity of roads or introduce Ropeways in order to
accommodate traffic.
The Estimated Travel under various parameters of Scenario 2 is given in Table 10.8


Table 10.8: Matrix of trip generation and distribution for the year 2041
ZONES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Total
1 24 0 7 0 14 10 7 14 7 0 0 10 17 34 0 0 0 0 5 1 1 9 160
2 0 53 11 0 8 16 11 21 5 3 5 3 11 11 3 0 0 10 6 2 13 11 203
3 1 3 10 7 11 38 1 14 16 0 3 1 0 2 1 1 0 9 6 2 1 12 139
4 0 0 12 12 11 3 6 14 6 17 0 15 0 2 2 0 0 0 7 1 2 10 120
5 6 1 13 10 14 22 13 52 10 3 1 10 1 3 7 0 0 1 10 3 9 51 240
6 3 7 57 3 20 28 5 16 1 5 0 7 0 9 1 0 0 0 12 2 3 7 186
7 2 6 0 4 9 4 49 6 3 2 4 4 1 4 3 1 0 0 6 3 6 16 133
8 5 7 9 5 17 6 2 56 10 7 3 17 1 7 1 0 0 0 4 4 1 16 178
9 1 1 15 5 5 1 3 18 47 4 0 12 3 2 2 0 0 0 5 2 4 9 139
10 0 1 1 9 1 3 3 13 5 74 0 5 0 0 1 6 0 1 55 20 3 17 218
11 0 1 28 0 3 3 10 25 0 0 37 9 10 1 3 0 0 0 4 3 2 1 140
12 1 1 0 6 5 3 2 20 10 3 0 2 0 0 1 0 0 0 17 5 8 42 126
13 6 6 10 1 3 0 4 1 6 0 7 3 37 6 3 0 0 0 3 1 4 8 109
14 8 2 2 1 2 5 3 10 1 0 4 5 9 19 1 0 0 0 4 0 2 6 84
15 0 2 0 2 15 0 2 2 9 4 2 6 0 4 47 0 0 0 3 0 4 8 110
16 0 0 0 0 0 1 0 1 0 4 0 1 0 0 0 0 0 0 0 2 0 2 11
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
18 4 5 3 3 8 4 6 6 7 1 3 2 2 2 1 0 0 0 0 0 0 2 59
19 3 4 3 2 3 4 4 4 3 11 1 2 1 1 1 0 0 3 9 0 3 4 66
20 0 2 2 1 4 2 2 3 3 15 1 5 1 0 3 1 0 0 9 3 3 13 73
21 3 10 3 3 4 2 3 2 4 2 0 3 1 1 3 0 0 0 2 0 8 1 55
22 6 5 8 6 33 8 11 24 7 15 3 19 5 4 4 1 0 2 19 8 7 2 197
Total 73 117 194 80 190 163 147 322 160 170 74 141 100 112 88 10 0 26 186 62 84 247 2746

Table 10.9: Estimated Travel under various parameters Scenario 2
Estimated Travel under 2021 2031 2041

various parameters
Trips Assigned (Peak 2185 3245 3120
Hour)
Average Network 35.20 27.23 32.26
Speed
Vehicle Km (Peak 143514 193947 190593
Hour)
Vehicle Hour (Peak 379123 516463 506589
Hour)
10.3. Scenario 3: Introduction of Mass Transport System and

network up gradation with inner and outer ring road.
Considering that many of the road corridors will still be overloaded in Scenario 2, the
ropeway transport network and road network has to be introduced on certain
network. The basic premise of the Transport Plan in terms of the National Urban
Transport Policy is to create an efficient, cost effective and extensive network of
public transport which could provide comfortable, convenient and affordable means
of transport to the maximum number of commuters. In this direction a number of
schemes are already under implementation and quite a few on board. Keeping in
view these plans, there exists a large requirement for additional facilities in respect of
public / mass transport system.
The network improvement as suggested in Scenario 2 remains same in Scenario 3.
In addition, the inner ring road is also proposed to be widened. The details of the
same are given in Section 3.2.
As many of the road corridors will still be overloaded in Scenario 2, the public/mass
transport will be extended on the following corridors in scenario 3:
1. Mass Transport Network and Major Road Network as in Scenario 2
2. Additional Ropeway Transport Corridors which have emerged due to targeted
modal split and change in travel patterns
Ropeway is one of the most cost effective public transport modes where the given
condition can be met:
Limitations regarding Right of Way along the corridor to provide for exclusive

carriageways for higher grade of PT as BRT
The land-use and transport strategy, developing of mobility corridors, Freight

management Strategy, Public Transport Terminal Plans, Traffic engineering
measures are the same as Scenario 2. The public transport facilities and integration
of the same with pedestrian facilities enhancements strategies would be
incorporated in Scenario 3.
Expected modal split for Scenario 3 for horizons year 2021, 2031 and 2041 is shown
in Table 10.11. As the share of person trips for public/mass transport is targeted to
increase to 80% by 2041 as it is desirable for Gangtok city. The increase in modal
split is attributed to the expected shift of people from private to public due to the
improved public transport system.
The willingness of the people opting to shift is calculated based on the data given
below in Table 10.10.
Table 10.10: Willingness to Shift
Stakeholders/ Experts Opinion %
Cars 20%
Taxi 80%
This translates to 24.4 % of the users of other modes shifting to the use of buses. At
a conservative year on year growth this is targeted to result in a modal split of 60%
for 2041, 70% for 2031 and 80% for 2041.
The modal split for scenario 3 is given below in Table 10.11.
Table 10.11: Modal Split Base and Horizon
Modes Modal Split (excl. walk)
Base Year Scenario 2009
Daily Trips %age
(Lakhs)
Private 12297 56%
Bus 29 1%
Private 26105 40%
Bus 39157 60%
Private 35062 30%
Bus 81811 70%
Private 41860 20%
Bus 167442 80%

As it can be seen from the Table 10.12 (given below), certain stretches still have
unacceptable values of V/ C ratios. In such a case it is necessary to find alternatives
to control private vehicular movement on such stretches. Some measures that can
be adopted are as follows:
One way schemes
Banning of Private Vehicles during peak hours
Operating the battery operated medium capacity buses to reach the city core.
Estimated Travel under various parameters Scenario 3
The Estimated Travel under various parameters for Scenario 3 is given in Table
10.12.( Map 10.10, 10.11,10.12 )
Table 10.12: Traffic Characteristic
Estimated Travel under 2021 2031 2041
various parameters
Trips Assigned (Peak 3574 5067 5492
Hour)
Average Network Speed 35 37 3634
Vehicle Km (Peak Hour) 113093 147773 159393
Vehicle Hour (Peak Hour) 278421 367974 397058

CHAPTER 11
EVOLUTION OF SCENARIOS

Evolution of Scenarios
11
0
Different scenarios have been developed for the city to cater the expected growth in
terms of traffic and travel demand. All the scenarios are formulated with a holistic
view of reducing the resistance to travel thus lowering the time and effort to be input
for commuting thus reducing not only the direct costs but also the social costs
involved with the same. Also, consultants aim to enhance the mobility index of the
city by incorporating efficient public transport strategies.
All the scenarios developed are evaluated in comparison to each other in the given
table below. The scenario best suited for the city of Gangtok can be shortlisted from
this comparative picture as given in Table 11.1.
Table 11.1: Best Scenario Selection
S.No Travel Base Scenario 1 Scenario 2 - Scenario 3
Characteristics Case Do 2041 - 2041
2009 Nothing
2041
1 Vehicle Kms 1,61,491 3,93,885 1,90,593 1,59,393
2 Vehicle Hours 5,23,759 1,28,2491 5,06,589 3,97,058
3 Average Network 26.00 21.00 25.26 36.00
Speed
11.1. Recommended Scenario

Consultants approach is to create an urban transport scenario with least resistance
and enhanced mobility. The transport scenario should be such that transport
continues to be an induced demand and does not changes into an activity itself i.e.
the role of transport systems should be of facilitating connectivity and not resisting it
consuming indefinite passenger hours leading to lower productivity and high social
costs.
All the scenarios discussed above have their own set of pros and cons. Still,
scenario 3 where consultants propose a high modal split for public transport and
support the modal share assumption by proposing a Rapid Transit System i.e.
BRTS, is considered to be the best scenario achieved.
The reasoning behind considering the scenario 3 to be of high utility value is

Higher modal split in favor of PT

Provision of Ropeway System to stimulate modal shift from private to public
Proposal of capacity augmentation on critical road sections
Proposal of ring road to by pass through traffic

CHAPTER 12
PUBLIC TRANSPORT IMPROVEMENT PLAN

PUBLIC TRANSPORT IMPROVEMENT PLAN

12
0 12.1. Public Transport Characteristics
12.1.1. Existing Scenario

SNT is basically responsible to provide public transport service to the people of
Sikkim. Interestingly, the entire bus passenger transport in the state is nationalized
and no private bus operators are seen. Currently, SNT has a fleet of 75 buses and
83 trucks/tankers. SNT operates throughout the state on major arterial roads v.i.z
NH-31 Gangtok to Siliguri, Gangtok to Mangan, Gangtok to Jorethang and Gangtok
to Rangli towards east. Total manpower in SNT is about 900. SNT operates with 35
bus routes throughout the state. There are 3 depots at Gangtok, Jorethang and
Rangpo. The share of public transport system on Indian roads is declining with
Sikkim being no exception. The operation of the public transport system being
provided by Sikkim Nationalised Transport is currently on a decline with reduction in
the size of its fleet over the past years. Total number of buses with SNT was 75 as
on 31st March 2008. During the last decade, the bus fleet has declined by 48.28%
and the truck/tanker fleet has reduced by 45.75%. It is observed that post 1998; the
fleet size of SNT has reduced considerably. The city bus service of SNT runs from 7
a.m. to 6 pm in the evening. SNT has about 10 buses attached purely for catering of
school trips.
Currently, about 5 buses are catering to the city services in Gangtok by the name of
Red Panda City Runner. The city buses run on five routes with one bus on each
route, a frequency of one hour and four round trips during 0700 hrs and 1800 hrs.
The city buses run with an average fuel efficiency of 4.08 kmpl, an EPKM of around
Rs. 18.45 and Rs. 1.20 as the average fare per kilomter.
Details of Existing Routes

Details of the existing routes of SNT city services are given in Table 12.1.

Table 12.1: Details of Existing Routes of SNT City Services

Seating Route Fare per
Sl. EPKM Fare
Origin Destination Capacit Length kilomter
No. (Rs.) (Rs.)
y (km) (Rs.)
1 Gangtok Penlong 28 17.5 12 11 0.92
2 Gangtok Setipool 33 16.1 11 16 1.45
3 Gangtok Jalipool 33 16.8 15 15 1.00
4 Gangtok Rumtek 28 16.3
5 Gangtok Marchak 28 14.4
12.1.2. Present Bus Station and Bus Stops

Bus terminals serving both the interstate as well as intra state buses exist at P.S.
Road and Police Head Quarters. The bus terminal consists of seven bus bays. It is
proposed to come up with the second phase of the bus terminal constituting of
another seven bays in the same location. But the area is presently also being used
by the local taxi and private vehicle owners.
12.1.3. Public Transport Plan

The Need:
Currently, SNT is running five buses with low frequency in Gangtok. These buses
face severe competition from the local taxi operators owing to their frequency inspite
of high fares. SNT is unable to improve the operating conditions of buses for want of
funds and are forced to limit them with what they do. Also, there appears to be a very
big potential for tourism in Gangtok since this has a very good traditional culture. The
Tourism Development department informed that there are a number of enquiries
every day regarding the availability of departmental buses for going in and around
Gangtok. Hence, there is urgency for the Government to encourage the bus
transport service for overall development of Gangtok city. This is a vital lifeline for
common man. A modern urban bus transport service with reliable and frequent
services in Gangtok is necessary to improve the socio economic conditions of the
people at large and induce more people to travel by bus.
After the sanction of 25 buses under JnNURM, SNT has carried out a study for
identification of routes for operation of 30 buses (25 JnNURM+5 existing). A scientific
analysis was done by SNT for identifying the potential routes for operation of buses
based on financial performance, network analysis, routes frequently preferred by

daily commuters and physical constraints. Further, SNT has also carried out the
study to find out the best possible way of providing services with intention to reduce
the cost of operation, improve the frequency of service and eliminate overlapping of
routes with modification in route structure.
Table 12.2: Details of Routes Finaliszed For Opeartion Of City Services

Total no of
Route
Sno Origin Destination buses Frequency
Length(km)
proposed
1 Gangtok Lingdok 35 5 60
2 Gangtok Saramsa 15 6 23
3 Gangtok Adampool 35 5 60
Gangtok
4 Luing 20 4 45
Sichey
Gangtok
Kanchenjunga
5 Tashiling 25 5 44
National Park
Secretariat
6 Gangtok Bhusuk 15 2 70
TOTAL 27
Assumptions
Average speed of bus 15.0 Km ph
Layover time at each end 10 minutes
Total working time (6am to 8pm) 12 hrs
In addition to this an additional fleet of 10 buses are required to serve the entire
population residing in Gangtok town.
Table 12.3: Detail of Routes

Route Proposed
Sl. Buses
Origin Destination Length Frequency
No. Required
(km) (minutes)
Central School via
1 Gangtok Deorali 15 30 5
Deorali
Route Details
Route: Gangtok to Lingdok
This route is in the North of Gangtok and passes through Balwa Khani, Swastik,
Upper Burtuk, Bhojo Garhi, Tashi View Point and Penlong. The length of this route is

approximately 35 kms and it is proposed to operate 5 buses with 60 minutes

frequency.
Route: Gangtok to Adampool
The route has a length of 35 kms starting from Gangtok and ending at Adampool.
The route passes through important areas like Indira bye pass, Linding, Sang Pong,
Resithang, Lingdum Monastery, Ranka, Sazong before reaching Adampool. The
estimated total journey time is about 150 minutes. The route is one of the links to
areas in west of Gangtok.
Route: Gangtok Sichey to Luing
Gangtok Sichey to Luing route has 20 kms of route length. The estimated journey
time is 90 minutes. The route connects various areas like Tamang Gumpa, Sichey
Busti, District Administration Centre, Zakri Fall Road bifurcating at DAC, Lower
Burtuk, Helipad, Thami Dara and Luing.
Route: Gangtok to Saramsa
This route is one of the potential routes connecting Gangtok and Saramsa with route
length of 15 kms passing through various ares like Deorali, Biralu Dwar, Tadong
Bazaar, Manipal Referral Hospital, Ranipool, Jalipool and Setipool.
Route: Gangtok Tashiling Secretariat to Kanchenjunga National Park
This route is originating from Tashiling Secretariat and terminates at Kanchenjunga

National Park passing through Tathangchen, Chandmari, Enchey Monastery,
Decheling, 2nd Mile, Hanuman Tok (route bifurcates near Luksha) and Ganesh Tok.
This route is in th eastern direction of Gangtok. This is one of the major routes
comprising of tourist spots and most of the government offices are also located along
this route.
Route: Gangtok to Bhusuk
Gangtok to Bhusuk route has 15 kms of route length. The route connects various
areas like Bhanupath, Tashiling Secretariat, Thadangchen, Chandmari and Rongek.

12.2. Efficiency Improvement Measures Taken up by SNT
For the purpose of city operation, scheduling has been changed to 3 shift pattern viz.
morning, evening and general shift. In morning and evening shift approximately 40%
of the schedules will depart and in general shift 60% of the schedules will depart.
The reason for adopting this kind of a scenario is that in early morning and late
evening trips the passenger demand is less and accordingly service level shall be
less. During peak hour, the passenger demand also increases and to cater to this
buses in general shift will be added to the existing buses.
12.2.1. Details of the institutional measures being put in place for

introduction/improvement of the public transport system;
All bus services in the state are provided departmentally through SNT. There is no
ULB. SNT will act as the SPV for running the Gangtok Urban Transport service. A
dedicated cell has been set up within SNT vide Government Order No. 833/T, dated
07.10.09 with Deputy General Manager as the head. The Deputy General Manager
will also be one of the members of the coordination committee.
An officer from Monitoring and Evaluation cell, all officers and staff in Traffic
Information and Management control Center at Gangtok bus stand and all officers
and staff in Gangtok depot responsible for maintenance and operation of city bus
service will be under him.
The Deputy General Manager will be broadly responsible for
Maintenance of buses
Planning and operation of City Services
Implementing the decisions taken by the coordination committee especially
related to operation of buses in Gangtok like rerouting, extension, curtailment
etc.
Keeping track of past and present performance through on line revenue
information system.
Scientific amendment in routes as per the requirement; based on field

conditions, periodic study and assessment of travel pattern done by M&E cell.
12.2.2. Infrastructure Arrangements
Presently, SNT has got four depots located all around Sikkim. At Gangtok, the depot
and terminal are adjoining with only one way to enter and exit. The depot has some
basic infrastructure like maintenance shed to park about four buses at a time, a
washing ramp located in the same maintenance shed due to inadequate space.
About 10 15 buses can be parked inside the depot area. In the same area, there is
an old shed that has been formally used as a reconditioning unit with a small
machine shop. This shed isnt being utilized fully except it houses maintenance
supervisors room with old machinery now not in use.
12.2.3. Setting up of Modern Vehicle Service Centre
SNT has sizable lot of prime land in Gangtok where the bus terminus, the branch
workshop and vehicle service centres are located. This centre has been in operation
for many years and it is time, this centre is converted into modern servicing centre
with capacity to provide every aspect of servicing facility for all types of vehicles. It is
proposed to take up the modernization of the vehicle service centre not only to
provide excellent service to commercial vehicles of the transport department but also
with a view to cater to the servicing requirements of all non functional vehicles of
government departments.
There is a bus terminal adjoining this depot with seven bus bays for parking, loading
and unloading of passengers. This has other amenities required for passengers like
waiting hall, drinking water, few shops with a canteen in the basement. In addition to
this, it has provisions for housing a timekeeper, railway reservation counter, booking
counter exclusively for city and mofussil services etc., in the ground floor. The upper
floors house the transportation officials and other traffic-inspecting officials.
A portion of this terminal is being used by the RTOs office thereby the entire
passenger waiting area, the seven bus bays and the gangway are occupied by the
private vehicles and taxis coming up for registration, accident attention, seeking
driving licenses etc., denying the legitimate entry of the SNT buses.

A proposal has already been prepared by CIRT in the early 1990s wherein two parts
of the bus terminal each for housing seven buses had been planned. Out of these
two phases, Phase I has already been executed and completed in full. Phase II for
additional facilities is yet to be initiated due to paucity of funds. But a diesel-
dispensing pump has been erected and functioning in the location where originally
Phase II should have been executed. But during the course of discussions with the
officials, they had agreed to shift the existing fuel station to the opposite location
within the same campus where there had been a petrol dispensing pump which has
been functioning before and now abandoned as there are no more petrol vehicles
with SNT. The total extent of the land is only 2.5 acres, the present diesel-dispensing
pump is necessarily to be shifted. Hence, we had to built one more stretch of bus
bay with an additional seven bays.
As the depot is also very much cramped and inadequate to accommodate the new
fleet of about 40 buses, it is necessary to expand the present depot by dismantling
the old shed wherein a new maintenance shed can be build for a better facility.
12.3. ITS Facilities Application:
Details of the ITS facilities regarding fare collection system: operation and
maintenance system proposed to be put in place.
The fare collection at present is of manual type in which the conductors carry
many denomination tickets in their hands for issue to the passengers. The
conductors also have to write in the Trips sheets, the denomination wise
closing number of tickets, issued by them to the passengers, at every stage of
the route
However in this JnNURM project for purchase of buses to be operated in
Gangtok city, the system of fare collection is changed by including the supply
of Electronic Ticketing machine(ETM) per bus by the manufacturer as per the
JnNURM guidelines with adequate spares. The manufacturer will be giving
training to the conductors for operating the ETM.
Digital Route Display system is essential especially for the city services in

Gangtok because of the following reasons:

Vast Informative Capability
Guides the people to recognize the bus information easily
Uniformity in the style and design of destination boards
Commuter benefit especially after sunset
SNT has decided to upload the information of all the routes operated by
Gangtok depot through suitable programme into the processor of digital
display board of all the buses operated within the city. The bus driver will have
to just select the particular route to be displayed before taking the bus on
route and the processor will automatically show the display.
The facilities like smart card, real time passenger information system and
vehicle tracking system are proposed to be implemented in the near future.
12.3.1. Mechanism for information of passenger information

system and management; scientific management
control/management information system
In Gangtok, SNT has a depot cum bus station. At the bus station SNT has
already has a passenger Information System in place with a centrally located
enquiry counter. Following information is given by the depot to the PIS
counter
Schedule Cancellation
Trip Cancellation
Late Arrival
Break down of bus
The information of local and interstate arrivals/departure is available with PIS
counter because all the schedules have Gangtok bus station as
Origin/destination. The scheduled arrival/departure is prominently displayed at
the bus station. In case of city operation at major locations SNT has planned
manned nodes; the staff deployed at these nodes shall be trained with multi
disciplinary skill which includes handling passenger information system,

sharing information with other bus station or nodes etc.
Integration of the services with other public transport system
SNT buses are the only public transport mode presently running and
operating in and around Gangtok. SNT has taken following initiatives as a part
of development of transport system in Gangtok
INTEGRATION WIITH THE INTERSTATE BUS OPERATION: NBSTC is
operating its service from Siliguri to Gantok and vice versa; at Gangtok their
buses are allowed to come in the central bus station, Gangtok. In addition
SNTs own buses from various destinations to Gangtok are terminating at the
same place. While planning of city services, SNT has given due consideration
to integration with these services.
INTEGRATION WITH IPT: in gangtok city there are 2 IPT terminus located
along the NH31A comprising of terminus for interstate and district transport
service located at Paljor Stadium Road for the passengers going from
Gangtok to Siliguri, Jorethang etc. and terminus for local transport service
located near the Police Headquarters for carrying the passengers within the
Gangtok city. SNT has designated bus stop along the route on which these
terminus are present.
COMMITEMENT FOR THE MULTIMODAL INETGRATION OF FUTURESNT
would extend its support for multimodal integration for improving efficiency of
public transport system as a whole and to contribute significantly in
development of Gangtok Urban Area.
12.4. Institutional Mechanism
Institutional Mechanism for periodic studies and assessment of travel pattern
The objective behind carrying out periodic studies and assessing the travel
pattern is to maintain the pace between the ever growing passenger demands
with supply of services in a scientific way.
The team formulated will carry out the scientific planning and operation of
buses which includes identification of number of buses required on each route
based on desire lines, trip generation and attraction data that is obtained from

the electronic ticketing machines and periodic route survey. In addition

scheduling exercises will also be done to analyse new area developments
and new route demands, possibility for optimization of routes recommending
curtailment, extensions, cut-trips, committed trip requirement, evolving
policies for rote planning and operation etc.
Institutional mechanism of periodic revision of fares, but not only city bus
service but also other modes of public transport and intermediate public
transport.
In the changing urban scenario, the policy of government should be attract

more passengers towards using the public transport and for this it is essential
to find the bus fares that are capable of matching the operating expenditure
on one hand and be affordable and attractive to the common man on the
other
In Sikkim, the State Transport Authority under the transport department is the
permanent regulatory authority for fixing of fares of taxies and other
intermediate modes of transport. The fixation of fares of buses and periodic
revision is done by the Sikkim Nationalised Transport after approval from
Government of Sikkim. Further, it is easier for SNT to keep a close watch on
the escalating cost and to identify the stage where it will become inevitable for
the SNT to propose for fare increase. Hence the existing mechanism for fares
to ensure the financial viability for SNT is adequate for the present.
Self Effective System For Training Of Drivers And Conductors
The success of the public transport operation depends very much on the skill,
competence and aptitude of the people who run and/or work in the operation
of buses; there is no denying the fact that skill, competence, and aptitude
comes from proper training. Hence the need for training and capacity building
cannot be underrated. However, the training to be imparted to the drivers and
conductors in city operations needs a customised touch because the
problems in urban operations are slightly different than those of non urban
operations.
In the present scenario where SNT is expanding its urban operation in a major

way with latest technology buses equipped with ETMs digital route display
boards etc, it is essential to impart training for drivers and conductors. SNT
has decided that M/s Tata Motors will train the drivers and conductors for
operating new buses fitted with latest technology equipment. Further, SNT
has been sending Driver Instructors on regular basis to National Training
Organisations and vehicle manufacturers for advanced training programmes.

CHAPTER 13
REGULATORY AND INSTITUTIONAL MEASURES

13 REGULATORY AND INSTITUTIONAL MEASURES
0 13.1. Introduction
Traffic is generally defined as the movement of people, goods or vehicles between
spatially separated points, and thus includes pedestrians and all types of vehicles
mechanized, motorized or non-motorized.
Traffic management is the application of sound management principles and practices
to optimize the use of the existing road network with a view to improving traffic flow
and road safety without impairing environmental quality.
Provision of new urban transport infrastructure is both long term and capital
intensive; resources are simply not available at scale that matches the escalating
demand.
The only resources open to the traffic management, therefore is the option of
optimizing existing facilities to provide improved accessibility and mobility at a
satisfactory level of safety and comfort to most of the road users. This can be
achieved after studying and evaluating the problems in the light of sound and tested
traffic management techniques which are essentially low cost, easily implementable
and flexible. These are short term solutions, primarily intended to reduce the
intensity of inconvenience caused by congestion and the multiplicity of the modes of
transport conflictingly trying for the same space. They may not offer a permanent
solution, yet they lend themselves to sometime earning relief up to a point where the
administration may launch a long term solution. It is, of course, absolutely imperative
to integrate the long term and short term planning. The objectives of the short term
solutions should be within the perspective, and be compatible with the goals set out
in the long term plans.
The traffic Management Techniques have been listed below under seven main
categories:
13.1.1. Regulatory Techniques:
One-way Street
Reversible streets

Reversible lanes
Turning movement restrictions
Closing side streets
13.1.2. Traffic Control Devices:

Traffic signs
Road markings
Traffic signals
Computerized signal control system
Traffic cones and drums
Barricades
Speed-barkers
Traffic lighted bollards
Central refuges
Intersection channelization
13.1.3. Traffic Segregation Techniques

Pedestrian grade-separators
Pedestrian malls
Sidewalks
Central dividers
Footpath and central railings
Creation of storage lanes at turning points
Bus bays
Bicycle lanes
Off-street loading/ unloading facilities
13.1.4. Demand management Techniques

Parking restrictions
Parking supply reduction
Parking pricing
Preferential parking for high- occupancy vehicles

Preferential lanes for high- occupancy vehicles

Road and bridge tolls
Supplementary licensing
Area tolls
Vehicle ownership taxation
General fare reduction on public transport
13.1.5. Bus priority Techniques

Priority maneuvers
Bus lanes
Bus precincts
Bus priority single systems
Bus operations management
13.1.6. Self enforcing Techniques

Dividers
Railings
Channelizes
Queue channels
Parking notches
Sleeping policeman
Bus bays
Sharing of taxis
Fixed taxi tariff system
13.1.7. Police public interaction techniques

Education to bring about traffic awareness
System-condition broadcasts
Traffic booths for and of road users
13.2. Unified Metropolitan Transport Authority (UMTA)

The National Urban Transport Policy (NUTP) 2006 has recommended setting up of

UMTA for all million plus cities. Although the population of Gangtok is very less, but,
because of its importance as a capital city, it would be advantageous if UMTA or a
separate Traffic and Transportation Cell is set up which takes care of the following
functions.
13.2.1. Objective and Functions

With a view to coordinate all urban transport activities in the city of Gangtok, a
proposal is being moved to set up a Unified Metropolitan Transport Authority
(UMTA)/ Traffic and Transportation Cell that would have following functions:
Undertake overall planning with regard to public transport in Gangtok,
covering all modes such as road, rail and air transport systems.
Recommend fares for the use of public transport as well as para-transit to the
appropriate fare fixation authority prescribed under the MV Act and also fix
fees, if any, for the use of depots, terminals and all such infrastructure that
may be provided by one agency but used by another.
Undertake network/route design for all public transport services.
Determine, prescribe, monitor and direct the enforcement of performance
parameters and quality of service standards for all modes of public transport,
including standards relating to safety of operations that are outside the
purview of the STA or the Commissioner of Railway Safety
Allocate routes amongst different operators through a transparent process
Evolve policies for private sector involvement in public transport in the city
Procure public bus services for different routes by any method such as
contracting, concessioning, etc. as it may deem fit.
Monitor and enforce contracts
Ensure compliance of terms and conditions of license;
Recommend revocation of license for non-compliance of terms and conditions
of the license;
Carry out surveys and manage a database for scientific planning of public
transport requirements
Co-ordinate fare integration among different bus operators and also between
different modes of public transport as well as determine the principles for

sharing of revenues earned from common tickets or passes.

Operate a scheme of passes for the use of public transport and channelize
subsidies to operators for any concessions that are offered in accordance with
government policy.
Regulate the arrangement amongst operators for the sharing of their revenue
derived from the use of passes.
Facilitate competition and promote efficiency in the operation of public
transport services;
Protect the interest of the consumers of public transport services.
Settle disputes between different operators and between operators and
infrastructure providers.
Render advice to the State Government in the matters relating to the
development of vehicle technology and any other matter relating the public
transport industry in general, including the provision of special facilities for the
physically challenged, senior citizens, women and children.
Levy fees and other charges at such rates and in respect of such services as
may be determined by regulations;
Perform such other functions including such administrative and financial
functions as may be entrusted to it by the State Government or as may be
necessary to carry out the provisions of this Act.

13.2.2. Composition
The organization chart would be as given below:
Figure 13.1 : Proposed Organizational Setup of UMTA
Chairman
Chief Secretary
Member Member Member Member Member

CEO, Commissio Joint Commissio District
GMDA ner GMC Secretary ner Police Collector
UDHD
Member Member Member

Managing Chief Town Regional
Director, Planner, Transport
SSTC Officer, RTO
TCPO
Member Member
Chairman, Chief
Sikkim State Engineer,
Pollution PWD
Control Board
It is also proposed to give legislative backing to the UMTA/ Traffic and

Transportation Cell, to enable it to have the requisite authority to discharge its
functions.
13.2.3. Manpower Requirements and Staffing Plan
While the UMTA/ Traffic and Transportation Cell will be the high level body, as
mentioned above, it would need to have a technical secretariat with the requisite
professional skills to carry out its functions. Its manpower profile would be as follows:

Table 13.1: Manpower Requirements and Staffing Plan

S.
Specialization/Designation Background/Experience
No.
At least 15 years experience in the public
services out of which at least 5 years experience
1 Executive Director in the urban planning or urban transport sectors.
Relevant academic qualifications would be
desirable.
Educational qualifications in urban transport
2 Urban Transport Specialist planning with relevant experience of at least 7
years
Educational qualifications in Mechanical or Civil
Engineering or Public Administration) over a
3 Public Transport Specialist period of 7 years, with relevant experience in a
public transport operating company for at least 10
years
Educational qualifications in Finance with
relevant experience in financial modelling of
4 Financial Specialist infrastructure projects, financial appraisal,
infrastructure project finance for a period of at
least 7 years.
Educational qualifications in Statistics,
Statistic and Data Economics, or a similar discipline, with relevant
5
Management Specialist experience in Data management and operating
an MIS system over a period of 7 years
Educational qualifications in Transport
6 Transport Engineer engineering with relevant experience of at least 7
years
Educational qualifications in IT systems, with
7 IT Expert
relevant experience of at least 7 years
8 Support Staff Secretary (2), Office Assistant (2), Messenger (1)
13.2.4. Funding
It is being proposed that the UMTA/ Traffic and Transportation Cell be the custodian
of the urban transport fund. It would also be the custodian of any other fund
sanctioned for the development of urban transport. It would also earn fee from the
following:
1. Additional tax on petrol sold in the city
2. Additional registration tax, if any, levied in the city
3. Advertising revenue from buses, bus stops
4. Land development cess
5. Any other fee that may be levied

13.3. Urban Transport Fund

13.3.1. Purpose for setting up the fund
It is recognized that huge investments would be required in creating infrastructure as

well as enhanced services for urban mobility. In order to meet this cost and have a
ready pool of resources for such investments, it is being proposed that some special
levies/taxes be put in place and credited to an urban transport fund. The amount in
this fund can be utilized for such investments.
13.3.2. Sources of Funding

Possible avenues for raising resources for the fund would be the following:
Taxes - property tax, sales tax on fuel, advertisement tax
Portion of parking fees
Collections from congestion tax, as and when introduced
Additional fee on PUC certificate
Collections from traffic violation fines
Additional registration fee on vehicles this could be graded depending on
the size of the vehicle
Proceeds from a Land Value Tax or Betterment Levy
Any other fee/tax that may be decided to be used exclusively for investments
in improving urban transport infrastructure and services
13.3.3. Management of the Fund

It would be important to have a professional fund manager so that the balances in
this fund can earn appropriate returns, in accordance with prevailing market
potential. The UMTA would appoint a professional fund manager for this purpose
who ensures that a smooth flow is maintained for the disbursement of funds for each
of the member municipalities.
13.3.4. Eligible claims/ appraisal and approval mechanism from the

fund
Any investment proposal that would require funding / part funding from the Local
Govt. / State Government could be posed to the urban transport fund for financial
support. Approval would be given by the UMTA/ Traffic and Transportation Cell, after

due appraisal by the secretariat. Once approved, appropriate instructions /sanctions

would be conveyed of the Fund Manager for disbursement. The Fund Manager
would be responsible for suitable disbursement, accounting, recovery (wherever
necessary) and asset management.
Detailed guidelines on the different claims that can be made as well as the appraisal
criteria will be developed once the setting up of the funds is approved by the
Government.
13.4. Institutional setup of SPV
In the recent past the city did not have any public transport. Under the JnNURM
scheme of bus funding, Government of India has sanctioned 25 mini buses to be
plied on Gangtok roads. Therefore it would be necessary to organize these through a
corporate body. Through experiences it has been suggested world over that an SPV
incorporated by the government appears desirable.
The SPV would be responsible for development of transit infrastructure and plan and
manage transit operations through private participation. It will be company run by
GMC as an SPV to develop and manage the city bus system under the companies
ACT of 1956. ITS resources will comprise of revenue from ticketing and passes
issues, advertisement revenue, and revenue from route bidding and commercial
exploitation of space available in the terminals and parking charges at the terminals.
13.4.1. Functions of SPV

Planning, regulation and operational control, services planning and
scheduling, setting service quality, standard, monitoring and control of
services,
Data acquisition and processing contracting of services for acquisition,
communication, warehousing and processing of data for planning besides
monitoring and control of services.
Contracting of fleet operators in a transparent manner.
Contracting of station management and revenue collection services.
Human resource management, legal and company affairs, administration,
grievance handling, etc.
Any other function necessary for the City bus service operations.

13.4.2. Organizational Structure

The four proposed divisions are:
1. Administrative division
Human resource
Internal accounts
External audit and legal service
Other administrative functions
2. Financial and Marketing division

Acts as fund manager for payments to operators and other support services
Interfaces with Planning division in fare structure planning
Marketing
Non Fare box revenue collection
3. Operations division
Central Control Center - Monitors real time operations
Fare collection
Monitors quality of rolling stock of operators
Principal interface between SPV and operators
Infrastructure maintenance
4. Planning division
Plans routing and frequency on a regular basis
Plans future expansion of the system
Interfaces with external consultants for planning and design
Deals with public works department and other government bodies
Monitors infrastructure development
The Board of Directors of the SPV will consist of the representatives of the
government agencies and chaired by the Municipal Commissioner, Gangtok
Municipal Corporation.

Board of SPV
Commissioner GMC Chairperson
Dy. Commissioner Member
Rep. of Secretary UD&HD (GoS) Member
Rep. of Secretary Finance (GoS) Member
Rep. of Boarder Road Organization Member
Rep. of Urban Development Department Member
RTO Member
Rep. of PWD Sikkim Member
Municipal Councilors (1) Member
Technical Experts (1) Members
Eminent citizens (1) Members
CEO, SPV Member
The CEO, who will be responsible for bus operations, will be sourced from the
market.
As stated already, an SPV established by the local government with participation

from Government of Sikkim and GMC would manage the public transport services.
The SPV will have overall responsibility for system management and quality control.
Private sector will be invited to deliver all other aspects of the system including fare
collection and bus operations.
Buses will be procured and operated on a kilometer scheme under the overall
control of the SPV.
Land for depots will be provided by GMC. As at present GMC is not yet
established the UDHD, GoS will take care of this. Civil works will be carried
out through private participation. Land value would be captured through
commercial development of land.
Fare collection will be through electronic system.
The SPV will have the authority to decide route allocation and the frequency on each
route. SPV may allow route extensions/alterations based on the need subject to
other operating conditions. Frequency will be based on the standards set in terms of

occupancy level.
The business structure defines the selection process and operating conditions
including compensation for services. Long term sustainability of the system is the
main objective.
Advertisement Policy
In the current scenario, there is potential for marketing of various consumer products
and other commodities. Hence the advertisement campaigns with many innovative
features have assumed importance. The objective of an advertisement policy would
be to raise resources to part finance investments in urban transport infrastructure
without compromising with the aesthetic appeal of the city. It seeks to allow
advertising rights and channel the proceeds from advertizing to be used for
investments in urban transport infrastructure and services.
The advertising policy must give careful and high consideration to the ambience of
an area, the architectural character of the area or building in particular and to issues
of road safety. This would require the policy to consider location, size, design, and
type of sign, where the potential for creation of visual clutter and conflicts with traffic
safety is minimal.
The objective of an advertising policy is to seek the enhancement of physical
character and visual appearance of a city. Permissions to an advertising hoarding
should be permitted based on the following criteria:
a) If they support the commercial viability of a significant building tenant.
b) If they advertise a civic/ community event involving the city.
c) If they can be considered as a public art.
d) If the cumulative impact of the sign does not give rise to visual clutter.
In case of Public Transport global experience reveals that the revenue generated
from ticket sales alone cannot meet the operation cost of any urban public transport.
In bus transit, the transport organizations should earn through other sources and
exploit alternative potentials for revenue. One such source of revenue is through
advertisements on the bus and bus stops; since the buses are being operated
through the length and breadth of the city throughout the year.
The advertising agencies would be invited for erection of shelters at various bus

stops and awarded rights to display advertisements. The following sources of

advertising revenue will be considered for the city bus services provided in Gangtok.
a) Advertisement on the
Inside and outside of the bus
Rear side windscreen glass ( one side view )
Passenger view glass ( one side view )
Behind driver seat.
Behind passenger seats
Passenger grab handles
Inside the bus buses, behind driver cabin and on the sole bars
Inside the bus above the passenger view glass along with route map
At the backside of thermal paper rolls issued through ticketing rule
Grab rails
b) Advertisement on the top of bus stop shelters
c) Advertisement on the glow sign boards inside terminals, on the fascia of the
shelter in terminals
d) Advertisement in terminals with adequate up keeping and security
arrangements in terminals
e) Bill boards along the transit route
There is further scope of providing FM radio in buses which, in addition to the

advertisement, will provide passenger information regarding traffic details such as
traffic jam and route diversions. We can also resort to advertisement in the straps
that are hung from the grab rails to help the standee passengers. The added
advantage here is that the advertising agency will ensure that the straps are kept
secure in place and they will be maintained properly. The electronic route display
board is an added area for displaying advertisement to earn additional non-traffic
revenue. It is estimated that the city bus service in Gangtok would be able to
generate revenue of around Rs. 17.5 Lakhs from advertisement on buses.

Guiding Principles for Advertisement Policy

The guiding principles for outdoor advertisement policy should not be driven by
revenue, but by the city development imperatives. The policy should be so designed
that it does not compromise on road safety, it should ensure that outdoor advertising
is not hazardous to road and pedestrian traffic.
a) Revenues from advertisement on elevated walkways should be used for the

maintenance and upkeep of the walkway, especially in keeping it safe and
usable.
b) Revenues from advertisements on public transport vehicles and public
transport stations, depots, terminals, etc should be used entirely for part
financing the public transport system.
c) Advertisements on auto-rickshaws, taxis and cycle rickshaws should be used
for financing a mechanism for the scientific management of such vehicles that
also ensures the health and well being of the drivers/pullers.
d) New areas for allowing advertisement rights to be explored and allowed so
that it adds to revenues for investments in urban transport. However, such
new areas should not lead to undue clutter.
e) Size and type of the advertisements should depend upon the use of land
f) The Policy should explicitly work to discourage visual clutter.
13.5. Parking Policy

Gangtok 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. The city of Gangtok shall prepare a plan
for the effective management of parking facilities with comprehensive parking policy
supported by parking standards for different land uses. Suitable agencies shall be
identified to administer the parking policy evolved at the local body level.
13.5.1. Objectives of Parking Policy

The demand for parking space in a particular location depends largely on the land
use and the type of traffic control measures adopted in that location.

The proposed parking policy will be formulated with the following objectives:
a) Initiate necessary actions to have a substantial Parking Management System

in Gangtok by devising and implementing appropriate actions in essential
areas
b) Curb of on-road parking through command and control policy to ease traffic
flow in congested areas
c) Arrange for off-street parking with proper management supported by
sustainable parking standards and integrated parking management systems
d) To realize the true value of the land occupied for parking and recover
economic costs accordingly
e) To promote public transport ridership and discourage travel by personal
vehicles to congested areas
Currently, two multi level parking lots exist which are used by inter and intra state
taxis only, which is inadequate to accommodate the existing number of taxis.
Requirement of a parking policy is thus considered necessary for Gangtok so as to
formalize parking in designated parking spaces.
Accordingly, a Parking Policy would be developed which would, inter alia, have the
following components:
a) A parking tariff structure which would reflect the cost of the land occupied and
would vary depending on the period for which the facility has been used
b) Provide for lower tariffs if located convenient to mass transit stations, so that it
can function as an effective feeder to the BRT system
c) Making amendments to the existing byelaws requiring that every
residential/commercial property provides for adequate parking within its
premises before the building plans are approved
d) Provide for parking to be a supplement to pedestrianization initiatives so that
crowded parts of the city can be made vehicle free and there is greater
encouragement of NMT.

13.5.2. Heavy Vehicle Parking

Overnight parking of buses, trucks, omni-buses, tourist buses, vans, water tankers,
and container Lorries, etc. along major roads will be discouraged under the proposed
parking policy
a) Specific off-street parking facilities will be made available by the
owners/operators of the vehicle for night-time parking or when the vehicles
are not in use. Such vehicles will be discouraged from occupying the road
space of the major roads for long-stay parking
b) Overnight parking of private vehicles shall be allowed on inner streets.
However, over-night parking of commercial vehicles such as taxis, light
commercial vehicles, buses, trucks, etc. in the residential area will be
discouraged considering the possible nuisance due to noise disturbances and
safety hazards, associated with such parking
c) Long stay overnight parking will be avoided
d) Vehicle Parking Certificate (VPC) will be mandatory for all heavy vehicles and
in the future.
13.5.3. Parking at bus terminals/inter-modal change points

Convenient inter-modal transfer facilities at transport terminals would be developed
to bring down the use of private vehicles. Commuter parking will be provided at the
bus terminals and ropeway stations by the respective authorities to facilitate the
commuters to adopt the park and ride concept. This will help obtain maximum
utilization of all available transit modes, relieve congestion and help curb pollution.
13.5.4. Mechanism to Enforce the Parking Policy and to Control

Demand
Considering the existing road network and the growth trend in the private vehicle
population, it is necessary to bring down the demand on parking spaces, both on-
street and off-street. Introduction of fiscal incentives for reducing overall parking
demand, command and control system for prevention of on-street parking of vehicles
are the important measures proposed to be enforced in Gangtok. Necessary actions
to bring down the growth rate of the vehicles in Gangtok such as introduction of
efficient city wide public transport, limiting taxi permits, increase in road tax and
registration tax on private vehicles, etc. are already being implemented.

13.5.5. Traffic Restraint Measure

Areas restricted for entry of personalized vehicles may be identified and notified.
Traffic resistant measures will be adopted with a focus on the concept of reducing
the number of vehicles entering an area where they may cause traffic congestion.
This is proposed to be achieved by adopting one or more of the following strategies
including area licensing scheme where the vehicles other than public transport are
charged for entry into the area, levying higher parking charges and lowering parking
space availability within the designated area.
13.5.6. Parking Pricing

Pricing of parking would be judiciously devised to manage parking demand. It could help
for efficient use of parking facilities and ensure that parking is available for intended
users and it will help manage the cost of maintaining parking associated facilities.
Parking pricing can have significant transportation impact. Even modest parking fees
can affect vehicle travel patterns. Variable parking prices would be adopted with higher
rates during peak period and lower rates during off-peak periods and would reflect the
cost of land. Parking pricing would create revenue that can be used to recover the cost
of maintaining the related facilities and funds for other areas. Efficient fee collection
techniques would be developed and used to minimize delay and inconvenience to
drivers.
13.5.7. Transit Oriented Development

Concept
Transit Oriented Development is a moderate to high density development located within
an easy walk of a major transit stop/station, generally with a mix of residential,
employment and shopping opportunities designed for pedestrians without excluding the
personal modes of transportation. This focus is required in the current scenarios to
ensure a cost effective transit, increase affordable housing, employment and service
choices within the exiting communities, re-develop vacant or under-utilized industrial and
commercial sites, create vibrant and livable communities and preserve the regional
space creating specific areas that integrate transit into neighborhood thereby improving
the effectiveness of transit. A TOD strategic plan needs to be prepared by the city in
order to prioritize the planning and implementation activities of the city related to transit
planning and transit oriented development. It may be used for defining priorities where
the citys resources can be used in the short, medium and long term, identifying

implementation strategy and ensure close co-ordination against different departments of

the city. Normally, a bus system lacks magnitude and performance for a successful
TOD. However, medium to small density development is definitely possible where buses
operate. Transit Oriented Development should benefit the local community. Through
consultation with local communities, TOD should provide a wide range of supporting
benefits for local communities, including increased uses and services, a variety of
housing, increased transportation options, and a more workable environment and
community amenities.
Objectives of TOD
a) To identify market based TOD development scenarios
b) To assess the ability of existing regulations to respond to market realities
c) To change the perception of general public and bring about a suitable
community reaction to market-based TOD development scenarios
d) To make a proper development assessment of market-based TOD
development scenarios.
e) To identify funding/financial gaps for addressing through public-private
partnership
f) To ensure land uses around Transit Stations to support ridership by
generating high levels of transit use and provide a mixed-use activity node for
the local community and city-wide transportation network benefits
g) To increase density around all stations to support high quality service and
provide a base for a variety of housing, employment, local services and
amenities that support vibrant station area community
h) To create convenient, comfortable, direct and safe pedestrian linkages to and
from all Transit Stations in order to support a walkable station area and
promote the use of bus transit
i) To accommodate Transit bus and private automobile circulation and parking
needs, while creating a comfortable pedestrian environment.
TOD Policy
a) Identifying and concentrating activities at and around transit stations and
major bus corridors and transfer points in view to develop station areas as
activity centers that consist of residential, office, retail, commercial and
sufficient green space. Promote high-density development in the intermediate

vicinity of the transit station up to 500m followed by a medium density

development up to 1km of the transit station.
b) Meaningfully engaging citizens in planning and developments proposed in
their neighborhoods
c) Protecting existing neighborhood residents and businesses while attracting
and providing for new residents and activities
d) Maximizing transit access, usage and convenience to encourage transit,
mainly walking as the preferred mode
e) Providing a mix of uses for diversity of activities, goods and services easily
accessible by transit
f) Providing quality urban design that increases pedestrian safety, amenities and
enjoyment
g) Supporting the expansion and enhancement of the bus transit system to link
neighborhood centers and provide efficient and reliable connections across
the region
h) Formulating suitable economic development strategies to attract large
employers for station areas depending upon market surveys along the
corridors to determine the appropriate scale, mix and location of retail activity
i) Formulating assistance programmes to relocating business that may be
impacted due to the construction of stations
j) Managing parking, bus and vehicular traffic effectively
k) Planning in context to the local communities by making each station area a
unique place with the local fervor
Location of various urban activities and introduction of transport links has significant
impact on the current urban form of the city. The urban form of Gangtok has been
dictated by the developments along the major roads growing in Gangtok. The
planning of transport infrastructure would incorporate direction oriented travel. The
hills and forests in the south along with the land conservation laws restrict the growth
of the city in the southern direction. New locations which can be focused for transit-
oriented development are Ranipool, Rumtek and Jalipool.

CHAPTER 14
SOCIAL AND ENVIRONMENTAL CONSIDERATIONS

Social & Environmental Considerations

14
0 14.1. National Level Policy and Legal Framework
All projects and activities are broadly categorized into two categories A category
projects are those having potential impacts on human health and natural and
manmade resources. These projects require prior environmental clearance from the
central government in the Ministry of Environment and Forests (MoEF).
B category projects require prior environmental clearance from the State
Environment Impact Assessment Authority (SEIAA). The SEIAAs decisions are
based on the recommendations of a State level Expert Appraisal Committee (SEAC)
as to be constituted for in this notification. Environmental Impact Assessment (EIA)
Notification S.O. 1533 dated 14th September 2006; under section 3 the Central
Government forms a State Level Environment Impact Assessment Authority.
Categories of projects mentioned in the notification are not included in the CMP
Gangtok and hence, none of the project interventions as part of the CMP trigger the
environmental impact assessment / screening requirements as per the GoI
regulations. However, for ready reference, the categories of sub-projects as per the
notification are included in the Annex 8. If any of these categories of sub-projects
are included in CMP, the stages of prior environmental clearance as per the MoEF
EIA Notification of September 2006 and as indicated in Annex 8 will be adhered to.
Government of India also include following environmental related legislations, these
are briefly described in the Annex-9.
1) Forest (Conservation) Act, 1980 as amended in 1988
2) Wild Life Protection Act, 1972
3) Water (Prevention and Control of Pollution) Act, 1974 as amended in 1978 and
1988
4) Noise Pollution (Regulation and Control) Rules, 2000
5) The Environment (Protection) Act, 1986

14.2. Land Acquisition Act, 1894
The Act ensures that no person is deprived of land except under the Act and entitles
Affected Persons to a hearing before acquisition. The Land Acquisition Act provides
a framework for facilitating land acquisition within the Country. This Act enables the
State to acquire private lands for public purposes. The main elements of the Act are
given in Table 17-1.
Table14.1: Land Acquisition Act
Section Aspect Provision
Section 4 Notification of Notification of land identified for the purpose of public welfare.
land Objections must be made within 50 days to the DC (highest
administrative officer of the concerned district.
No further sales or transfers are allowed.
Section 6 Intention to DC is directed to take steps for the acquisition, and the land
acquire land is placed under Section 9. Interested parties are then invited
to state their interest in the land and the price.
Section 11 Enquiry and DC shall make an award within one year of the date of
award by publication of the declarations. Otherwise, the acquisition
Collector. proceedings shall lapse.
Section 12 Award of Award shall be filed in the Collector's office and shall, except
Collector as hereinafter provided, be final and conclusive evidence, as
when to be between the Collector and the persons interested, whether
final. they have respectively appeared before the Collector or not,
of the true area and value of the land, and the appointment of
the compensation among the persons interested.
Section 18 Reference to In case of disagreement on the price awarded, within 6
Court. weeks of the award the parties (under Section 18) can
request the DC to refer the matter to the Courts to make a
final ruling on the amount of compensation.
Compensation for land and improvements (such as houses,
wells, trees, etc.) is paid in cash by the project authorities to
the State government, which in turn compensates
landowners.
The price to be paid for the acquisition of agricultural land is
based on sale prices recorded in the District Registrar's office
averaged over the three years preceding notification under
Section 4. The compensation is paid after the area is
acquired, actual payment by the State taking about two or
three years. An additional 30 percent is added to the award
as well as an escalation of 12 percent per year from the date
of notification to the final placement under Section 9. For
delayed payments, after placement under Section 9, an
additional 9 percent per annum is paid for the first year and
15 percent for subsequent years.

14.3. Implications for Gangtok
In case of Gangtok, land acquisition may be involved for construction of inner and
outer ring road and improvement of the regional network. Besides this all the projects
in the city would not require prior environmental clearance from the State / Central
Environmental Appraisal Committee as the infrastructure projects discussed do not
fall under any of the requirements suggested as per the Schedule for the MoEF
Notification on Environmental Impact Assessment dated 14th September 2006.
Provisions of Air and Water Act would be applicable for activities involving civil
works.
14.4. Environmental and social Screening
Environmental and social screening is intended to provide inputs into identification of

potential impacts with the implementation identified projects of the CMP. Screening
is conducted by identifying the interaction of environmental components on the
project activities for various projects. Identified projects and respective impacts are
presented in the table given 17-2.
Table 14.2: Environmental Impact of Identified Projects
Broad Project Activities / Impacts
Category Sub-
components
Pedestrian / Reconstruction a. Temporary interruption to traffic and increase of
NMT of footpaths emissions from vehicles due to higher idling times
Infrastructure b. Temporary increase of noise levels due to idling and
Improvement traffic snarls
c. Removal of encroachers from the footpaths causing
livelihood losses even though they are illegal
d. Loss of shelter for temporary shops and encroachers
e. Contamination of runoff from road with construction
material as sand / cement / silt from stacked excavated
earth
Pedestrian a. Increase in signal time for red causing increase in
Prioritization idling and emissions from vehicles / noise


Category Sub-
components
measures b. Improvement in safety of pedestrians due to measures
through traffic proposed
signals,
pelican lights,
road marking
etc.
Construction of a. Acquisition of land for footpaths causing resettlement
new footpaths impacts and loss of livelihood
b. Relocation of road appurtenances and utility lines
c. Temporary interruption to traffic causing air and noise
pollution
d. Loss of adequate frontage to commercial / residential
establishments
e. Contamination of runoff from road with construction
earth
Paving and a. Contamination of runoff from paving areas with
Delineation of construction material as sand / cement / silt from
areas as stacked excavated earth
pedestrian b. Improvement in pedestrian safety
friendly
precincts
Peripheral a. Increased safety of pedestrians
Vehicular b. Improvement of air / noise quality in the core areas of
Parking cities
c. Increased land requirement for parking causes
removal of squatters and encroachments and loss of
livelihood / shelter
d. Land acquisition causing R&R issues loss of
livelihood, loss of shelter, severance of community /
social links
e. Increase in traffic noise and air pollution in the
periphery of core city areas
Street a. Minor construction issues only. Improves safety of
Furniture- precincts with introduction of bollards and adequate
Lighting, street lighting
Bollards etc
Bus-Stops, a. Improvement in safety of pedestrians
Signage etc
Public Demarcated


Category Sub-
components
Transport public a. Use of existing pavement width for demarcated bus
Infrastructure transport lanes will cause removal of squatters and
network encroachments from roadsides causing loss of
livelihood and loss of shelter
b. Construction / reconstruction / improvement of bus
lanes will be causing construction issues as:
1) Generation of noxious gases during construction
increasing air pollution
2) Temporary increase in noise pollution during
construction
3) Contamination of road runoff with construction material
stacked on road side
4) Traffic safety during construction
5) Traffic diversions causing lengthening of routes
increasing air emissions and exposing previously
unexposed neighbourhoods to noise
c. Reduction of additional lane width for other traffic
e. Reduction in private vehicles causing reduction in air /
noise pollution
Terminals/Dep a. Acquisition of land for the facilities causes R&R
ots/Commuter issues as loss of livelihood, loss of shelter, severance of
Amenity community & social ties
Centers b. Increase of noise and air pollution in the areas of
terminals and depots
c. Improvement in approaches to the terminals and
depots causing impacts on adjacent landuses and land
acquisition
d. Additional land acquisition, if any for the approach road
improvement will lead to R&R issues along the roads
and cause impacts on livelihood and shelter
e. Construction stage impacts include the increase in air
and noise pollution
f. Contamination of road runoff with stacked construction
materials
g. Improvement of traffic conditions during operation
stage causing reduction in air and noise pollution
Bus-Stops and a. Temporary interruption to traffic and increase of
sky, walkways, emissions from vehicles due to higher idling times
Foot over b. Temporary increase of noise levels due to idling and
bridges traffic snarls


Category Sub-
components
c. Alternate traffic diversion routes increasing route length
and consequently emissions
d. Alternate traffic diversion routes exposing previously
low traffic routes to higher urban traffic and increasing
air / noise pollution
e. Removal of squatters and encroachers from the
footpaths causing livelihood losses at approaches to the
sub-ways / FOBs
f. Loss of shelter for temporary shops / residences for
squatters and encroachers at approaches to the sub-
ways / FOBs
g. Contamination of runoff from road with construction
earth
Ropeways a. Temporary interruption to traffic and increase of
emissions from vehicles due to higher idling times
b. Temporary increase of noise levels due to idling and
traffic snarls
c. Alternate traffic diversion routes increasing route length
and consequently emissions
d. Alternate traffic diversion routes exposing previously
low traffic routes to higher urban traffic and increasing
air / noise pollution
e. Removal of squatters and encroachers from the
footpaths causing livelihood losses at approaches to the
sub-ways / FOBs
f. Loss of shelter for temporary shops / residences for
squatters and encroachers at approaches to the sub-
ways / FOBs
g. Contamination of runoff from road with construction
earth0
Procurement a. Improvement in urban air quality
of Bus Fleet
Traffic Signal a. Pedestrian safety issues from reduction of signal times
Prioritization for pedestrians
ITS Traffic Signal a. Improvement in traffic flow and reduction of air / noise
application to Improvements emissions


Category Sub-
components
Public Public a. No impacts anticipated
Transport Information
System-
Plasma
Screens,
Display boards
at bus stops
etc
Control Rooms a. Acquisition of land for construction of control rooms
may cause R&R issues
Others-Road Junction/Rotar a. Additional land requirement for junction improvements
Infrastructure y will cause R&R impacts as loss of livelihood and loss of
Improvements shelter
b. May cause removal / displacement of squatters &
encroachers
c. Air and noise pollution from construction impacts
d. Contamination of runoff from road with construction
earth
14.5. Location Impacts
The location Impacts being analysed are associated with site selection and project
location on environment and resettlement or livelihood related impacts on
communities. Some of the generic impacts associated with location of project
facilities that involves construction activities either by acquiring additional land and /
or public land encroached by residents are as below:
o Major environmental features as lake fronts, parks etc., in the urban areas
would generally be avoided and hence environmental impacts on these areas
would be minimal to absent
o Projects do not have any major environmental features that are sensitive to
acquisition of land as it is nominal in case of the conceived projects
o Removal of encroachments and squatters leading to loss of livelihood and / or
shelter
o Vulnerable PAP within the encroachers would be further impacted by the
pressure of relocation as well as loss of income and their removal
o Breakup of established social fabric and cause severance of established
relationships amongst the community
o Temporary loss of services provided by the encroaching PAPs due to their

removal
Some of the specific impacts associated with construction of foot over bridges and
Ropeway stations involves disruption to existing traffic flow, especially, if located in
the congested urban stretches. These would also involve land acquisition (either
temporary or permanent) and would also impact the squatters and encroachers
affecting residences and / or livelihood.
They would cause traffic congestion and delays and may also involve changes in the
project design and alternatives. Project interventions as ITS application,
improvement in public transport infrastructure would only improve the environment
rather than causing pollution though resettlement impacts would be present to a
limited extent.
14.6. Design Impacts
Designs generally are intended to provide optimum environmental benefits but would
also involve environmental and social impacts due to the project. Specific
environmental and resettlement impacts associated with the project designs are
presented in the paragraphs below. Design impacts arise due to the intrinsic nature
of project design, including the technology used, scale of operations, discharge
standards etc. Design impacts in case of the project interventions are usually
positive in nature causing reduction of air and noise emissions leading to general
improvement in the environment.
Design impacts on environment and resettlement aspects are anticipated in case of
active measures as construction of new footpaths, provision of parking facilities, and
construction of stairs. The impacts would mostly be limited to unavoidable impacts
as increased traffic movements in the areas surrounding the parking facilities
causing emissions and elevated noise levels. Due to general lack of adequate space
in urban precincts, it is conceived to allocate designated parking spaces to avoid
congestion in the whole area. This would involve relocation of few PAPS who are
otherwise continuing with their livelihood or residential activities.
Positive design impacts are anticipated on the environment with NMT infrastructure
developments as reconstruction of footpaths, stairs, paving / delineation of areas as
pedestrian friendly precincts, street furniture and lighting. Similar positive impacts are

anticipated in case of provision of low emission vehicles, ITS and provision of bus
stops. Limited or positive design impacts on environment are likely from the
improvements in public transport fleet or reorganization of cycle rickshaw etc.
Planning for terminals, minor road improvements and junction / rotary improvements
would involve design impacts as any of these activities would require land and
consequently environment and resettlement impacts are likely. Some of the typical
design impacts due to such project interventions are:
o Speculation of land prices, more specifically in case of terminals and road
improvements is an identified impact which is both beneficial as well as
harmful induced impacts is an intrinsic benefit of the development projects
however, speculation of land prices causes undue rise in project costs if land
is to be acquired and hence a harmful affect
o Environmental impacts from design of the project components would mainly
be due to design inconsistencies, if any as the proposed project designs
would consider optimal environmental solutions to environmental impacts.
Design optimization towards cost and environment would mostly involve minor
impacts on environmental resources of the project areas
o Psychological distress to potential PAPs is considered a major impact during
or due to design. This is especially due to the ground works as undertaking
surveys and investigations while PAPs are not fully equipped to assimilate the
ongoing improvement programme.
14.7. Construction Impacts

Impacts resulting from pre-construction and construction activities including site
clearance, earthworks, civil works, etc are identified in this section. Pre-construction
and construction impacts arise due to dismantling of existing facilities, use of heavy
construction machinery, spillage / disposal of construction debris, runoff from
construction site, inadequate or inappropriate drainage of the construction site,
inadequate safety measures etc. These are some of the direct impacts of
construction in the project area.
In addition to the above, there are few indirect impacts or impacts that result from
construction activities though not causing the impacts, support to cause the impacts.
Some of these impacts include, generation of vectors and vector borne diseases,

spread of Sexually Transmitted Disease (STD) / Human Immunodeficiency Virus

(HIV) amongst the construction workers and within the community in the vicinity of
construction activities etc. The above environmental impacts are generic in nature
occurring along all the project activities where civil works are involved. Impacts that
are specific to the construction activities in a project intervention are presented
below.
o Construction activities in case of reconstruction of footpaths or construction of
new foot paths would cause temporary interruption to traffic and increase of
emissions from vehicles due to higher idling times apart from temporary
increase of noise levels due to idling and traffic snarls
o Loss of adequate frontage in few cases of foot path construction or provision
of additional lanes
o Relocation of utilities in the pre-construction stage causing temporary
disruption to services.
o Safety of pedestrians and traffic in the area is likely to be affected due to the
progress of construction activities
o Contamination of runoff from road with construction material as sand / cement
/ silt from stacked excavated earth
o Construction activities elevate the air pollution and noise pollution in the
project area temporarily. Air pollution is due to generation of noxious gases
emanating from asphalt plants, construction equipment, crushers etc., while
noise pollution is due to operation of various types of construction equipment
o Stacking of construction waste causing interruption to traffic and pedestrian
movements
o Runoff from staked construction waste entering the water bodies and existing
drainage systems causing clogging of drain outlets as well as the drains
themselves
Project interventions as procurement of low emission vehicle fleets, traffic signal

prioritization, ITS, provision of signage etc., involve minimal construction activities
and hence, environmental and social benefits from these activities will outweigh any
minimal impacts that may occur.
14.8. Operation Impacts
These are the Impacts associated with the operation and maintenance of the
infrastructure built in the project. The project interventions are conceived to provide

maximum benefits to the community with the implementation of the project. The
project interventions as could be judged from the discussion so far involve
environmental and resettlement impacts during pre-construction and construction
stages of the project and appropriate mitigation and management measures would
be undertaken to avoid the same.
Negative environmental / social impacts in the operation stage would mostly be
limited to air and noise pollution along the improved road infrastructure as well as the
parking areas. While there would be loss of usual transport routes for provision of
pedestrian routes, overall improvement in environmental quality is anticipated in the
operation stage.
While in previously polluted and congested core city areas / heritage areas would be
experiencing better environmental quality than before the project implementation due
to pedestrianisation. Pedestrian safety would also be improved with the
implementation of the project. Implementation of ITS and traffic signal prioritization
interventions would also aid in better management of traffic leading to improvements
in air and noise quality.
14.9. Environmental Management
Environmental and social impacts identified through screening and impact analysis
are to be mitigated and / managed to reduce their impacts. Generic management
measures applicable to the impacts discussed in the preceding section are
presented in the sections below. The Environmental Management Framework for
implementation of the management measures discussed below indicating the timing
and applicability for various projects where applicable is indicated in the Annex - 10.
This framework institutionalizes the measures discussed below through assigning
implementation responsibilities and contractualizes the measures through
formulation of contract clauses for incorporation into contract documents.
14.10. Involuntary Resettlement
Location of facilities has to be planned so as to have least impact on the community.
If a particular location is suitable for all factors except for limited resettlement,
necessary compensatory measures as per the resettlement framework needs to be
worked out. Resettlement impacts due to these interventions would be managed
through appropriate compensation and rehabilitation measures as per the

entitlements of the PAP. A resettlement action plan to this effect would be prepared
to address the impacts. Compensation and rehabilitation measures will be carried
out in accordance with the entitlement framework for the project.
It needs to be ensured that all R&R activities are to be completed before the
construction activity starts, on any sub-section of project roads. If any resettlement is
required for project interventions, resettlement sites required are to be taken up for
construction prior to the contractor mobilization at site. Suitable locations for
resettlement sites are to be identified in consultation with the PAPs to be relocated.
The entitlement matrix needs to be adapted to the project initiatives to arrive at
appropriate entitlements for identified impacts. These entitlements should have
special privilege to vulnerable people affected by the project.
14.10.1. Cultural Property Resources
All utilities and common property resources likely to be affected due to the project
will be relocated with prior approval of the concerned agencies before start of
construction. Similarly, cultural properties within the CoI, whose structure is likely to
get affected, will be relocated at suitable locations, as desired by the community
before construction starts. Local community need to be contacted to discuss
relocation aspects, seating as well as their maintenance.
All necessary and adequate care shall be taken to minimize impact on cultural
properties (which includes cultural sites and remains, places of worship including
temples, mosques, churches and shrines, etc., graveyards, monuments and any
other important structures as identified during design and all properties/sites/remains
notified under the Ancient Sites and Remains Act). No work shall spillover to these
properties, premises and precincts.

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COMPREHENSIVE MOBILITY PLAN

Final Report: Volume I

Status, Analysis, Goals, Demand, Regulatory and

DDF Consultants Pvt. Ltd

New Delhi Amit Bose

April 21, 2010 Director

DDF Consultants Pvt. Ltd. i

DDF Consultants Pvt. Ltd.

4.2.3. Congestion are recorded on following junctions....................... 46

DDF Consultants Pvt. Ltd.

7.4.3. Overall Matrix Calibration Statistics........................................ 113

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13.2.3. Manpower Requirements and Staffing Plan ........................... 162

DDF Consultants Pvt. Ltd.

Table 1.1 Traffic Surveys and Expected Outputs.................................................. 7

DDF Consultants Pvt. Ltd.

DDF Consultants Pvt. Ltd.

Figure 1.1: General Outline of Traffic Forecasting Procedure............................. 11

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Photo 2.1 Himalayan

Map 2.1 Location Map18

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DDF Consultants Pvt. Ltd.

DDF Consultants Pvt. Ltd.

Traditionally, the focus of urban transportation has been on passengers as cities

Historically, movements within cities tended to be restricted to walking, which made

DDF Consultants Pvt. Ltd. 1

Availability of motorized transport, increase in household income and commercial

Unplanned, haphazard development at the suburban fringe without adequate

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Government of India launched an ambitious programme Jawaharlal Nehru Urban

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Even during non-tourist seasons, the present transport system is inefficient in

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1.4. Scope of Services

1.4.1.1 Development of Database

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(II) Primary Traffic and Travel Surveys

Following primary surveys were carried out as part of the study:

(III)Data Compilation & Analysis

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Table 1.1 Traffic Surveys and Expected Outputs

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(IV) Problem Audit

1.4.1.2 Short Term Plan/Immediate Improvement Measures

(I) Traffic Management Plans

(II) Junction Improvement Plans

This component of work includes preparation of improvement plans for identified

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(III)Planning of Pedestrian Facilities

(IV)Parking Demand Management

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1.4.1.3 Transport Demand Modeling

(II) Preparation of Transport Network

(III)Development of Four Stage Transport Demand Model

- Trip End Prediction or Trip Generation: determination of the number of

General Outline of Traffic Forecasting Procedure is shown in Figure 1.1

DDF Consultants Pvt. Ltd. 10