Comprehensive Mobility Plan for Greater Shillong Planning Area reports/CMP/Shillong.pdf · implementation strategy for these projects in the entire city. It is wiser to first set

December 2010

Comprehensive Mobility Plan for Greater Shillong Planning Area

Final Report

Comprehensive Mobility Plan for Shillong- Final Report

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Contents

List of Figures .............................................................................................. 5

List of Tables ............................................................................................... 6

List of Illustrations ...................................................................................... 7

List of Abbreviations ................................................................................... 8

1. Introduction ......................................................................................... 9

1.1. Shillong Profile ................................................................................................................ 9

1.2. Need for Comprehensive Mobility Plan .......................................................................... 9

1.3. Study Area ..................................................................................................................... 11

1.4. Demographics ............................................................................................................... 12

1.5. Vision ............................................................................................................................. 13

1.6. Objectives ...................................................................................................................... 13

2. Urban Growth and Transportation Scenario ....................................... 14

2.1. Urban Growth and Landuse .......................................................................................... 14

2.1.1 Existing Landuse Scenario .................................................................................................................. 14

2.1.2 Proposed Land Use ............................................................................................................................ 16

2.2. Population Growth Pattern ........................................................................................... 17

2.2.1 Population Density ............................................................................................................................. 19

2.2.2 Population Decentralization –New Township Shillong ..................................................................... 20

2.2.3 Population Growth Assessment......................................................................................................... 22

2.3. Economic Base and Tourism ......................................................................................... 29

2.4. Road Network Characteristics ....................................................................................... 30

2.5. Growth in Registered Vehicles ...................................................................................... 31

2.6. Vehicular Pollution ........................................................................................................ 32

2.7. Road Accident Profile .................................................................................................... 33

2.8. Public Transport System ................................................................................................ 33

2.9. Travel Pattern ............................................................................................................... 36

2.10. Movement of Traffic ..................................................................................................... 37

2.10.1 Volume of Traffic Entering and Exiting the City ............................................................................ 37


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2.10.2 Composition of Traffic ................................................................................................................... 38

2.11. Parking .......................................................................................................................... 38

2.12. Pedestrian Responsiveness ........................................................................................... 41

2.13. Traffic Management Measures .................................................................................... 43

2.14. Problems and Issues ...................................................................................................... 45

2.14.1 Landuse Concerns ......................................................................................................................... 45

2.14.2 Urban Congestion ......................................................................................................................... 45

2.14.3 Traffic Congestion ......................................................................................................................... 46

2.14.4 Poor Pedestrian Responsiveness .................................................................................................. 47

2.15. Existing Levels of Service Level Benchmarks ................................................................. 47

2.15.1 Background ................................................................................................................................... 47

3. Mobility Plan Strategies ..................................................................... 49

3.1. Vision Statement ........................................................................................................... 49

3.2. Mobility Pillars .............................................................................................................. 49

3.1.1 Goals .................................................................................................................................................. 50

3.1.2 Objectives/ Targets ............................................................................................................................ 50

3.3. Mobility Plan Approach ................................................................................................. 53

3.1.3 Land Use and Transport Strategy....................................................................................................... 53

3.1.4 Mobility Corridor Strategy ................................................................................................................. 54

3.1.5 Public Transit Strategy ....................................................................................................................... 54

3.1.6 Non-Motorized Transport Strategy ................................................................................................... 55

3.1.7 Freight Management Strategy ........................................................................................................... 55

3.1.8 Traffic Engineering and Management Measures ............................................................................... 56

3.1.9 Travel Demand Management ............................................................................................................ 57

3.4. Timelines and Phasing .................................................................................................. 58

4. Mobility Plan for GSPA ....................................................................... 59

4.1. Introduction ................................................................................................................... 59

4.2. Land Use and Transport Strategy ................................................................................. 60

4.1.1 Regional Connectivity – Regional Link Roads..................................................................................... 61

4.1.2 Regional Decentralisation .................................................................................................................. 62

4.1.3 Development of Bypass ..................................................................................................................... 63


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4.1.4 Area Redevelopment Plan – Bara Bazar ............................................................................................ 64

4.1.5 Road Hierarchy Strategy .................................................................................................................... 68

4.3. Public Transit Strategy .................................................................................................. 72

4.3.1 Mobility Corridors .............................................................................................................................. 72

4.3.2 Feeder Services – Shared Taxis .......................................................................................................... 76

4.3.3 Public Transport Infrastructure.......................................................................................................... 76

4.4. Non Motorised Transport Strategy ............................................................................... 78

4.4.1 Pedestrian Mobility Plan .................................................................................................................... 78

4.5. Freight Management Strategy...................................................................................... 80

4.5.1. Development of Wholesale hubs .................................................................................. 80

4.5.2. Site for Goods Terminal/Truck Terminus ...................................................................... 81

4.6. Traffic Engineering Measures ....................................................................................... 82

4.6.1. Intersection Improvement Plan ..................................................................................... 82

4.7.1 Police Bazaar Intersection.................................................................................................................. 84

4.7.2 Dhankheti Intersection ...................................................................................................................... 86

4.7.3 Fire Brigade Intersection .................................................................................................................... 87

4.7.4 Don Bosco School Intersection .......................................................................................................... 88

4.7.5 MES Point ........................................................................................................................................... 90

4.7.6 Howel Point ....................................................................................................................................... 92

4.7.7 IGP Point ............................................................................................................................................ 93

4.7.8 Malki Point ......................................................................................................................................... 94

4.7.9 Barik Point .......................................................................................................................................... 95

4.7.10 Anjali Cinema ................................................................................................................................ 96

4.7.11 Motphran Intersection .................................................................................................................. 97

4.6.2. Road Section improvement ........................................................................................... 99

4.7. Parking Management Measures................................................................................. 100

4.7.1. Parking Management ................................................................................................. 100

4.8. Summary ..................................................................................................................... 102

5. Investment Program and Phasing ..................................................... 106

5.1. Cost Estimation ........................................................................................................... 106

5.2. Project Phasing ........................................................................................................... 107


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5.3. Funding Options .......................................................................................................... 109

6. Institutional Setup and Reforms ....................................................... 111

6.1. Existing Institutional Setup ......................................................................................... 111

6.1.1. Introduction ................................................................................................................. 111

6.1.2. State level Institutional Setup ..................................................................................... 111

6.1.3. 74th Constitutional Amendment................................................................................. 112

6.1.4. Shillong Municipal Board and its Performance .......................................................... 113

6.1.5. Public Works Department (PWD) ................................................................................ 115

6.1.6. Department of Urban Affairs (UAD) ........................................................................... 116

6.1.7. Directorate of Urban Affairs ....................................................................................... 117

6.1.8. Meghalaya Urban Development Authority (MUDA) .................................................. 118

6.1.9. Meghalaya Urban Development Agency (MUDAG) ................................................... 119

6.2. Problems and Issues .................................................................................................... 119

6.3. Reforms in Urban Transport ....................................................................................... 120

6.3.1. Unified Transport Authority ........................................................................................ 120

6.3.2. Urban Transport Fund ................................................................................................. 122


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List of Figures

Figure 1-1 Meghalaya State - GSPA - Shillong City area .............................................................. 11

Figure 1-2 Population distribution in GSPA as per Census 2001 ................................................. 12

Figure 1-3 Greater Shillong Planning Area - Components ........................................................... 12

Figure 2-1 Land Utilization and Urban Landuse Scenario ............................................................ 14

Figure 2-2 Proposed Landuse Distribution-2011 ......................................................................... 16

Figure 2-3 Built-up area sprawl within GSPA ............................................................................... 17

Figure 2-4 Population growth rate in GSPA during 1971-2001 ................................................... 18

Figure 2-5 : Population Growth Rate in GSPA.............................................................................. 19

Figure 2-6 Population Density in GSPA ........................................................................................ 19

Figure 2-7 Proposed Landuse for New Shillong Township .......................................................... 20

Figure 2-8 Population growth scenarios ...................................................................................... 26

Figure 2-9 Share of International & Domestic Tourists (2008) .................................................... 29

Figure 2-10 Road Width in GSPA ................................................................................................. 30

Figure 2-12 Share of registered vehicles during 2008 ................................................................. 31

Figure 2-11 Growth of registered vehicles during 2001-2005-2008 ........................................... 31

Figure 2-13 SPM levels at major road intersections .................................................................... 32

Figure 2-14 Road accident profile in GSPA .................................................................................. 33

Figure 2-15 Purpose of trips made by IPT and Bus modes .......................................................... 35

Figure 2-16 Purpose of trips made in GSPA ................................................................................. 36

Figure 2-17 Modal Share .............................................................................................................. 36

Figure 2-18 Traffic Volume entering and exiting the city ............................................................ 37

Figure 2-19 Traffic composition at entry points of the city ......................................................... 38

Figure 2-20 Parking Demand/Supply Gap - after on street restrictions ...................................... 41

Figure 2-21 Manual traffic management at Dhanketi intersection ............................................. 44

Figure 2-22 Concept landuse and accessibility of GSPA .............................................................. 45

Figure 3-1 Sustainable Mobility Solutions ................................................................................... 49

Figure 3-2 LUT Integration model for GSPA ................................................................................. 53

Figure 3-3 Hierarchical layout of road network ........................................................................... 54


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Figure 3-4 Traffic engineering & management measures ........................................................... 56

Figure 4-1 Landuse Transport strategy for GSPA ......................................................................... 60

Figure 4-2 Improved regional connectivity to subarban regions ................................................ 61

Figure 4-3 Shillong bypass road alignment .................................................................................. 63

Figure 4-4 Core Area Redevelopment Plan .................................................................................. 50

Figure 4-5 Road hierarchy system ............................................................................................... 68

Figure 4-6 Road hierarchy plan for GSPA ..................................................................................... 69

Figure 4-7 Typical Cross Section of streets less than 10 m RoW ................................................. 70

Figure 4-8 Typical Cross Section of streets ( 10 m to 25 m)RoW ................................................ 71

Figure 6-1 State level institutional setup for urban service delivery in Meghalaya .................. 112

Figure 6-2 Organization structure of Shillong Municipal Board (SMB) ..................................... 113

Figure 6-3 Organization structure of Department of Urban Affairs (UAD) ............................... 117

List of Tables

Table 2-1 Land Resource of GSPA ................................................................................................ 15

Table 2-2 Landuse of GSPA .......................................................................................................... 15

Table 2-3 Population Projection for GSPA ................................................................................... 27

Table 2-4 Service Level Benchmarking for GSPA ......................................................................... 48

Table 3-1 List of indicative TDM measures .................................................................................. 58

Table 4-1 Road hierarchy system suggested for GSPA ................................................................ 68

Table b-1 Impact of Measures ................................................................................................... 103

Table 5-1 Break up of Project Cost ............................................................................................ 106

Table 5-2 Project Phasing ........................................................................................................... 108


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List of Illustrations

Illustration 2-1 Urban residential cluster and limited ROW of roads .......................................... 14

Illustration 2-2 Bara Bazar - wholesale market of Shillong .......................................................... 29

Illustration 2-3 Shared taxis for Inter city travel .......................................................................... 33

Illustration 2-4 Shared Taxis used as IPT modes for local point to point travel .......................... 34

Illustration 2-5 Shillong City Bus Syndicate Buses ....................................................................... 34

Illustration 2-6 MTC Bus Operations - Routes and bus stand images ......................................... 35

Illustration 2-7 Heavy vehicular movement along NH 44 entering Shillong city from Guwahati 38

Illustration 2-8 Off Street/Multi level parking lots ...................................................................... 39

Illustration 2-9 On Street Parking at Bara Bazar and Garikhana ................................................. 39

Illustration 2-10 Guarded footpath on NH40 .............................................................................. 41

Illustration 2-11 Guarded footpath on NH 40 ............................................................................. 41

Illustration 2-14 Fully pedestrianized Police Bazar road ............................................................. 43

Illustration 2-14 Police Bazaar intersection ................................................................................ 43

Illustration 2-14 Umsohum point ................................................................................................ 43

Illustration 3-1 Traffic management measures ........................................................................... 57

Illustration 4-1 Locations identified for installing escalators ...................................................... 65

List of Annexures

Annexure A – Pedestrian Mobility Plan for GSPA

Annexure B – Parking Policy Guideline

Annexure C- Junction Improvement Plans


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List of Abbreviations

CDP City Development Plan

ECS Equivalent Car Space

GSPA Greater Shillong Planning Area

IPT Intermediate Public Transport

ISBT Inter State Bus Terminal

LCV Light Capacity Vehicle

MAV Multi Axle Vehicle

MSPCB Meghalaya State Pollution Control Board

MUDA Meghalaya Urban Development Authority

MTC Meghalaya Transport Corporation

NMT Non Motorized Transport

JNNURM Jawaharlal Nehru National Urban Renewal Mission

SUA Shillong Urban Agglomeration

SMB Shillong Municipal Board

TOD Transit Oriented Development

TSM Transport System Management

UAD Urban Affairs Department

V/C Ratio Volume/Capacity Ratio


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1. Introduction

1.1. Shillong Profile

Shillong is the capital of Meghalaya, one of

the smallest states in India. Being the

headquarters of the East Khasi Hills District,

Shillong is the only major urban centre in the

state and has a population of 260,520 according

to the 2001 census. The city is situated at an

average altitude of 4,908 ft (1,496 m) above sea

level.

Shillong is one of the few hill stations with motorable roads all around the city. It has its

own charm, different from other hill stations, and presents a natural scenic beauty with

waterfalls, brooks, pine grooves and gardens.

Due to its latitude and high elevation Shillong has a sub-tropical climate with mild

summers and chilly to cold winter. Shillong is subject to vagaries of the monsoon.

Shillong has no railway lines. The Shillong Airport (also known as Barapani Air Force Base

or Umroi Airport) is located around 35 km from Shillong. The nearest major airport and railway

station is at Guwahati which is 104 km from Shillong.

1.2. Need for Comprehensive Mobility Plan

During the last decade, the urban sprawl in Indian cities has extended far beyond the

existing territorial jurisdiction of the city administration and is continuing to spill over into the

fringe areas of the cities. Substantial efforts are being made, but cities have been facing

difficulty in coping with rapid increase in the number of private vehicles along with improving

personal mobility and goods distribution.

Shillong

http://en.wikipedia.org/wiki/Meghalaya

http://en.wikipedia.org/wiki/Shillong_Airport

http://en.wikipedia.org/wiki/Guwahati


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City civic agencies have undertaken various programs/studies on improving the

transportation system. Several road widening and network improvement proposals (including

planning and construction of flyovers and junction improvements) are undertaken, including

proposals for Bus Rapid Transit Systems, monorails and elevated expressways. These

programmes are sometimes isolated from each other, with each of them being planned to

meet an objective set by the respective program. There is a strong need for coordinated

implementation strategy for these projects in the entire city. It is wiser to first set goals for the

city and establish strategies to meet these goals rather than implement isolated projects and

hope that the net sum of these projects would meet required goals.

As per the National Urban Transport Policy (NUTP), 2006, it is important to focus on

personal mobility to achieve cost-effective and equitable urban transport measures within an

appropriate and consistent methodology. Accordingly, the Ministry of Urban Development,

(MoUD) Government of India encourages each city to prepare a Comprehensive Mobility Plan

(CMP), which is integrated with a land use plan, as part of a long-term urban transport strategy

for sustainable improvement in the mobility of people and goods in regions A CMP is required

to highlight the projected mobility needs of the city, as also the manner in which such mobility

needs are proposed to be met. As per MoUD, CMP would be a prerequisite for submission of

Detailed Project Report (DPR) for JNNURM funding.

Thus, Comprehensive Mobility Plan (CMP) needs to be prepared which focuses on

mobility of people rather than vehicles and accordingly gives priority to pedestrians, Non-

Motorized Transport (NMT), all modes of public transport and Intermediate Public Transport

(IPT). In addition, in all the above mentioned reports/ studies, emphasis has to be laid on

improving the transportation system in the city and integrating it with the land use

development of the city, which warrants a need for preparation of a Comprehensive Mobility

Plan for the city.


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1.3. Study Area

The Department of Urban Affairs, Government of Meghalaya has identified Greater

Shillong Planning Area (GSPA) as the study area for preparation of Comprehensive Mobility

Plan (CMP). GSPA has also been used as study area for the following studies/reports:

1. Master Plan for Shillong (1991-2011)

2. Comprehensive Traffic and Transportation Study (1991)

3. Comprehensive Development Plan (2007)

The Study Area, Greater Shillong Planning Area (GSPA) covers an area of 17,400 hectares

and comprises of Shillong Urban Agglomeration (SUA) and 32 Villages. The SUA comprises of

Shillong Municipality, Shillong Cantonment, Nongthymmai, Mawlai, Madanrting,

Pynthormukhrah and Nongmysong. The Study area is given in Figure 1.1

Figure 1-1 Meghalaya State - GSPA - Shillong City area


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1.4. Demographics

The total urban population of

Meghalaya as per 2001 census is 4,52,612

persons, out of which the SUA has a

population of 2,67,662 representing nearly

59% of the State’s urban population. The

GSPA comprises of SUA and 32 Villages

and has a total population of 3,31,373.

Figure 1-2 Population distribution in GSPA as per Census 2001

Figure 1-3 Greater Shillong Planning Area - Components

CANTONMENT

AREA

MAWLAI

PYNTHOMUKHRAH

MADANRTING

NONMYNSONG

NONGTHAMMAI

NH

40

NH 44

To

CherapunjiTo Jowai and

Silchar

To

Guwahati


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1.5. Vision

The mobility plan seeks to “move people, not vehicles”. By emphasizing the pre-

eminence of public transport and goods transport and integrating the land use with transport

networks, with encouraging non-motorised transport it seeks to achieve the objectives of the

NUTP in GSPA. The CMP vision for transport in GSPA ensures that the GSPA will have a high

class sustainable and efficient transport infrastructure that will meet the needs of the growth

and urban development that is proposed in the area

1.6. Objectives

The objective of the CMP is to develop a transportation vision, set goals and objectives

based on the defined vision and develop specific actions in the form of short, medium and long

term transportation improvement proposals that will achieve the transportation vision for the

area. In order to attain the vision, the mobility plan seeks to make public transport facilities

available to all residents within a reasonable distance from their homes, work places and other

destination points. It also seeks to encourage greater use of non-motorized modes by making

their use safer. Recognizing that GSPA is witnessing increase in urban sprawl and travel

demand is expected to grow, there is no escape from having to decongest some of the highly

choked areas and intersections. This is being suggested because long idling of motor vehicles

at crowded junctions and corridors adds to pollution in the hill city.

In order to address the existing and envisaged mobility situation in 2031 and to fulfill

the vision stated above, the following objectives need to be achieved:

Integration of land use and transport-connectivity between the areas of activities within the GSPA

Accessibility within and outside GSPA

Increased use of Public Transit

Improved non-motorized and pedestrian facilities

Improved safety of travel

Reduction in pollution


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2. Urban Growth and Transportation Scenario

2.1. Urban Growth and Landuse

2.1.1 Existing Landuse Scenario

Development in GSPA limits has been

constrained by terrain suitability and forest area.

While 32% of the total area is already developed

(5494 hectares), abundance of hills, forest areas

and water bodies has limited the developable area

to only 29%.

The landuse distribution of Shillong indicates

its administrative and educational standpoint as

well as the presence of Defence Establishment in

the city. While residential areas take away nearly

50% of the total developed land, areas under

Security/Defence and Public use account for 14.2%

and 15.4% land respectively. 14% of the area

comes under circulation which is indicative of the

hilly terrain of GSPA. Though, the land use for

circulation appears to be significant as per the

Master Plan, it is in fact, inadequate as is evident from narrow roads, areas without vehicular

roads and missing links. (Refer Figure 2-1 & Tables 2-1 and 2-1)

Figure 2-1 Land Utilization and Urban Landuse Scenario

Illustration 2-1 Urban residential cluster and limited ROW of roads


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Table 2-1 Land Resource of GSPA

S.no Land Resource Area % of total Area

1 Developed Area 5494.1 31.6

2 Undevelopable Area 1573.88 9.1

3 Developable Area 5077.02 29.2

4 Urban Agriculture 803.07 4.6

5 Forest and Water Bodies 4451.93 25.5

Total 17400 100 Table 2-2 Landuse of GSPA

S.no Land Use Area in Hectares % of total area % of Developed Area

1 Residential 2662.8 15.3 48.5

2 Commercial 56.6 0.3 1.0

3 Public and Semi Public

(a) Administrative 177.9 1.0 3.2

(b) Institutional 844.2 4.9 15.4

(c) Open Spaces 118.1 0.7 2.1

(d) Graveyards 61.8 0.4 1.1

4 Security 779.3 4.5 14.2

5 Industrial 10 0.1 0.2

6 Circulation 783.4 4.5 14.3

Developed Area 5494.1 31.6

7 Vacant 6650.9 38.1 0.0

8 Urban Agriculture 744.1 4.3 0.0

9 Forest and Water Bodies 4451.9 25.5 0.0

Total 17400 100 100


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2.1.2 Proposed Land Use

The Master Plan of Shillong (1991-2011)

was evolved keeping in view the underlying issues

of rapidly increasing urban growth and depleting

urban services and declining Quality of Life in the

growing city. The 2011 Master Plan objectives for

proposing a revised landuse plan for the city and its

region and the basic considerations in achieving

the set objectives are illustrated below:

Objectives Basic Considerations

Integration of areas with the city and its region

Network upgradation and new links development

Provision of proper circulation pattern to enable the through traffic to bypass the city Development of transport and

communications network to discharge regional functions

Efficient and proper utilization of lands

Develop town/regional market centre, wholesale market centre in the periphery

Harmonious and coherent relationship between various uses and activities

Development of administrative area to accommodate offices at all governance levels

Develop local shopping centres

Efficient transportation network and circulation system

Development of truck terminals to relieve city congestion in central area

Improved services and their delivery

Provision of infrastructure, amenities and services in an integrated manner

Improvement of slum areas by providing better utilities and services

Figure 2-2 Proposed Landuse Distribution-2011


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The Master Plan for Shillong has proposed for increase in the developed area under

GSPA by 16.5% in order to allocate additional area for residential and commercial use to cater

to the population growth and decongest the inner city area.

2.2. Population Growth Pattern

The population growth pattern within GSPA components indicates that in the initial

years (1971-81) growth primarily took place inside the Municipal Area of Shillong and

Cantonment area. Between 1991 and 2001, population inside SMC area only grew by 0.9%

indicating a saturation of population and land availability. Madanrting and Pynthorumukhrah

however have seen a rapid increase in population indicating 81.6% and 61.6% growth in the

Figure 2-3 Built-up area sprawl within GSPA

CANTONMENT

AREA

MAWLAI

PYNTHOMUKHRAH

MADANRTING

NONMYNSONG

NONGTHAMMAI

NH

40

NH

44To

Cherapunji

To Jowai and

Silchar

To

Guwahati


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last decade. Figure 2-4 below highlights the decadal growth rate in GSPA areas including the

32 villages.

S. no GSPA Components Population

1971 1981 1991 2001

1 Shillong Municipality 87,659 1,09,244 1,31,719 1,32,867

2 Shillong Cantonment 4,730 6,520 11,076 12,396

3 Nongthymmai 16,103 21,558 26,938 34,292

4 Mawlai 14,260 20,405 30,964 38,303

5 Madanrting - 6,165 8,987 16,318

6 Pynthorumukhrah - 10,711 13,682 22,115

7 Nongmysong - - 0 11371

Shillong Urban Agglomeration 1,22,752 1,74,603 2,23,366 2,67,662

8 32 Villages 32,848 42,571 47,747 63,711

Total 1,55,600 2,17,174 2,71,113 3,31,373

Figure 2-4 Population growth rate in GSPA during 1971-2001


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2.2.1 Population Density

Out of a total of 27.4 Sq. Kms of

area within SUA, Shillong Municipality

covers 10.6 sq.km of area and sustains a

population of 1,32,867 leading to a density

of 12825 persons/sq.km. Nongthammai on

the other hand only covers an area of 2.93

sq.km but however has an almost

comparable density of 11704 persons/sq.

Km. These areas are major concentrations of

population over the last 3 decades. (Refer Figure 2-6)

New Sillong Township

Figure 2-5 : Population Growth Rate in GSPA

Figure 2-6 Population Density in GSPA


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2.2.2 Population Decentralization –New Township Shillong

The 2001 Census revealed that during 1991-2001, population growth rate within the

inner city area came down to 10%. This was due to the fact that the growth of the inner city

reached a saturation point. But reversely, the growth has been very high in the surrounding

townships of Mawlai, Madanrting, Pynthorumkhrah. This called for urgent remedial measures

to diversify the future development to other parts of GSPA.

The future growth direction identified as per Master Plan for Shillong is along the North-

Eastern direction. The growth area along the North side is restricted due to presence of Bada

Pani and Reserved Forest area. Similarly, growth is restricted towards South–West of Shillong

due to presence of Cantonment area and Eastern Air Command in this direction. Thus, future

growth directions for the GSPA are along North-

East Direction and South-East Direction. Thus,

Master Plan identified North-East Direction as

growth direction for developing the New Shillong

Township.

In this context, the Master Plan for the City

of Shillong provided for development of a new

township covering an area of about 2030

hectares for 2 lacs population. The proposed land

use for the new township is given in Figure 2-7.

The primary objectives of developing a New

Township were:

To absorb overspill population of Shillong and to facilitate further growth

To prevent undesirable development in already congested and urban fringe areas.

To create a humane and desirable urban living environment with a view to improve the

economic structure by facilitating expansion and providing necessary inputs to the

economic activities for their promotion and growth.

Figure 2-7 Proposed Landuse for New Shillong Township


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The proposed new township is located nearly 13 kms northeast of the present city from

the City Centre and is accessible by a motorable District road. As per the New Shillong

Township Master Plan, there is plan to develop a 16 km long, 2 lane wide expressway starting

from Macrobi junction near Nehru Stadium to New Shillong township. The proposed township

will cover 10 villages viz., Mawdiang-diang, Umroh, Mawlong, Diengiong, Umsawli,

Mawkasiang, Madansaisiej, Mawpdang, Siejiong and Tynring. A bypass has been proposed for

the NH will be passing next to the proposed township and is expected to improve its regional

connectivity.

Refer Figure 2-5 for location of New Shillong Township

New Shillong Township


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2.2.3 Population Growth Assessment

As per the Comprehensive Development Plan for Greater Shillong Planning Area

(GSPA), population growth has been projected using the geometric increase method. The

decadal population growth rate from 1971 onwards and projected population growth rate has

been discussed in the previous section. (Refer Figure 2-3). Population growth projections for

proposed plans and proposals are based on certain hypothesis, which may vary from “Growth

at current rate” to “High growth” assumptions.

In case of GSPA, four scenarios have been built which are:

1. Base Case Scenario – Population grows constantly at the current rate (Figure 2-3)

In Base Case Scenario, it has been assumed that population will grow at the current

growth rate for the urban agglomerations within the Greater Shillong Planning Area.

Implications

Low Growth Areas: Shillong Municipality, Shillong Cantonment

Medium Growth Areas: Mawlai, Nongmysong and Nongthymmai

High Growth Areas: Madanrting, Pynthorumukhrah

2. 29% Uniform growth rate for GSPA (as per CDP)

In this Scenario, it has been assumed that population will grow at the Decadal Growth

Rate of 28.9% for the urban agglomerations within the Greater Shillong Planning Area as

assumed in the CDP.

Implications: Uniform growth of 29% in all GSPA components


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3. Moderate urban growth – New Shillong Township with a population of 2 lakhs will

absorb future population growth in the region (Master plan assumption)

Phasing 2021 2031 2041

Cumulative % 20% 60% 100%

Cumulative Population 40,000 1,20,000 2,00,000

In addition, in this scenario, as per the Master Plan to decongest the core city area, the

population growth rate in the core city has been reduced, while increasing the population

growth in peripheral areas and along the proposed transport corridor connecting the old and

New Shillong Township. Following, decadal growth rate assumptions have been taken under

this Scenario.

Components of GSPA 1991-2001 2001-2011 2011-2021 2021-2031 2031-2041

Shillong Municipality 0.9% 0.9% 0.9% 0.5% 0.5%

Shillong Cantonment 12% 12% 10% 10% 10%

Nongthymmai 27% 27% 27% 27% 27%

Mawlai 24% 24% 24% 15% 10%

Madanrting 80% 80% 60% 20% 15%

Pynthorumukhrah 60% 60% 45% 15% 11%

Nongmysong 29% 29% 35% 40% 40%

32 Villages 33% 33% 33% 40% 40%

Average 33.3% 33.3% 29.4% 21.0% 19.2%


Page | 24

Implications

Low Growth Areas: Shillong Municipality, Shillong Cantonment (To decongest inner

city areas)

Medium Growth Areas: Mawlai, Madanrting, Pynthorumukhrah and Nongthymmai.

(The growth rate in Mawlai would be restricted due to ecological concerns, whereas

growth rate in Madanrting, Pynthorumukhrah and Nongthymmai would be restrained

due to capacity constraints and high population density).

High Growth Areas: Nongmysong and urban villages. (These are present growth areas

and it is projected that these areas would grow at a higher growth rate due to the

proposed development of transport corridor between the old and the new Shillong

Township.)

4. Aggressive Urban Growth - New Shillong Township with a population of 2.7 lakhs will

absorb future population growth in the region

In addition, in this scenario, to decongest the core city area, the population growth rate in

the core city has been further reduced in comparison to Scenario 3, while increasing the

population growth in peripheral areas especially along the proposed transport corridor

connecting the old Shillong and New Shillong Township.

Phasing 2021 2031 2041

Cumulative % 30% 45% 100%

Cumulative Population 80,000 1,20,000 2,70,000


Page | 25

Components of GSPA

1991-2001 2001-2011 2011-2021 2021-2031 2031-2041

Shillong Municipality

0.9% 0.9% 0.9% 0.0% 0.0%

Shillong Cantonment

12% 12% 10% 5% 5%

Nongthymmai 27% 27% 27% 20% 10%

Mawlai 24% 24% 24% 20% 20%

Madanrting 80% 80% 30% 15% 10%

Pynthorumukhrah 60% 60% 20% 15% 10%

Nongmysong 29% 29% 35% 45% 45%

32 Villages 33% 33% 33% 45% 45%

Average 33.3% 33.3% 22.5% 20.6% 18.1%

Implications

Low Growth Areas: Shillong Municipality, Shillong Cantonment (To decongest inner city

areas).

Medium Growth Areas: Mawlai, Madanrting, Pynthorumukhrah and Nongthymmai.

(for reasons similar to those indicated in case of Scenario 3)

High Growth Areas: Nongmysong and urban villages.

The Population Growth and Density for all Scenarios is given in Support Document


Page | 26

CANTONMENT

AREA

PYNTHOMUKHRAH

MADANRTING

NONMYNSONG

NONGTHAMMAI

CANTONMENT

AREA

PYNTHOMUKHRAH

MADANRTING

NONMYNSONG

NONGTHAMMAI

NH 44

To


Silchar

CANTONMENT

AREA

PYNTHOMUKHRAH

MADANRTING

NONMYNSONG

NONGTHAMMAI

NH 44

To


Silchar

MAWLAI

NH

40

NH 44

To


Silchar

To

Guwahati

MAWLAI

NH

40

To

Guwahati

CANTONMENT

AREA

MAWLAI

PYNTHOMUKHRAH

MADANRTING

NONMYNSONG

NONGTHAMMAI

NH

40

NH 44

To


Silchar

To

Guwahati

MAWLAI

NH

40

To

Guwahati

New

Township

New

Township

New

Township

New

Township

Scenario 1 - Natural Growth Rate Scenario 2 - Uniform Average Growth Rate (29%)

Scenario 4 - Aggressive GrowthScenario 3 - Moderate Growth

Slow

Medium

High

Growth Rate

Slow

Medium

High

Growth Rate

Slow

Medium

High

Growth Rate

Slow

Medium

High

Growth Rate

Figure 2-8 Population growth scenarios


Page | 27

From the scenarios discussed above, it is assumed that a moderate growth rate scenario will

be considered for projecting future population for GSPA. The assumption is made considering

the existing growth pattern of the city and the future economic and spatial growth trends.

The growth rate of SMB area has been kept at a minimum for the first two decades at

0.9% and will subsequently be decreased to 0.5% as there is minimal scope for increased

activity within the city area. The cantonment area within GSPA has been growing at 12%

growth rate and is likely to reduce to 10% in the future years. Suburban areas like

Nonmynsong and the remaining 32 villages of GSPA would witness a moderate rise in growth

rate from 33%in 2001 to a uniform 40% after 2011. This is due to limited access points to these

areas. Areas like Mawlai and Nongthammai also have growth constraints due to limitation in

access points. Madanrting and Pyonthorumukhrah however have scope for a robust growth as

they are accessible by the NH.

The population projections for GSPA based on the moderate scenario of growth is given

at Table 2-3 below:

Table 2-3 Population Projection for GSPA

S.no GSPA Components Population Projections

2001 2011 2021 2031 2041

1 Shillong Municipality

132,867 134,063 135,269 135,946 136,625

2 Shillong Cantonment

12,396 13,871 15,258 16,784 18,462

3 Nongthymmai 34,292 43,654 55,571 70,742 90,055

4 Mawlai 38,303 47,381 58,610 67,402 74,142

5 Madanrting 16,318 29,372 46,996 56,395 64,854

6 Pynthorumukhrah 22,115 35,384 51,307 59,003 65,493

7 Nongmysong 11,371 14,669 19,803 27,724 38,813

8 New Shillong township

40,000 120,000 200,000

Shillong Urban Agglomeration

267662 318,393 422,814 553,995 688,445

8 32 Villages 63711 84990 113037 158252 221553

Total 331373 427076 550419 709385 914261


Page | 28

Based on the projected population, additional land for the increased population would

be required keeping a density restriction for hill towns. The New Shillong township will

accommodate 2 lakhs population till 2041. However, newer areas will have to be developed by

2031 to accommodate the additional increase in population. For this purpose, additional land

would need to be identified of the developable land in the North East and South East part of

GSPA to accommodate the additional population.


Page | 29

2.3. Economic Base and Tourism

Since the State is mostly covered by hilly

terrain, industrialization is very slow and the

industrial sector is under developed. Majority

of the population depends on Agriculture

produce for their livelihood. The State also has

potential for developing Horticulture.

According to the 2001 Census Report, the

distribution of work force in the city was

1,03,291(31.2%) main workers, 8,361(2.5%)

marginal workers and 2,19,721(66.3%) non-

workers. Work force participation rate as per 2001 census in Meghalaya state is 41.83% and

that in East Khasi Hills District is 38.8%. Inside the GSPA area, work participation rate is 33.7%,

out of which 93% are involved in the Tertiary sector.

The business activities, trade and transport have also assumed importance and are

presently employing nearly 27% of workforce in the city. The State has shown prospects of

trade and commerce during the last two decades. Besides acting as a gate way for commercial

products for the remote and far flung areas of North

Eastern states, foreign trade with Bangladesh has become

major source of revenue for the State especially in the two

hills districts of East Khasi Hills and Jaintia Hills districts.

Thus, Shillong due to its location advantage and

communication linkages has attracted the entrepreneurs

and commercial activity and is growing as a regional

commercial centre.

Tourism is one of the major contributors to the city’s

economy. Shillong is a famous get away destination for

tourists from other North Eastern states and West Bengal. The city was visited by 554873

foreign and domestic tourists in the year 2008. (Refer Figure 2-9 for break up)

Figure 2-9 Share of International & Domestic Tourists (2008)

Illustration 2-2 Bara Bazar - wholesale market of Shillong


Page | 30

2.4. Road Network Characteristics

The total road length in GSPA is about 356kms,

out of which 250 kms are in the SUA with a road

density of 2.05km/sq.km. The total length of the

road network (classified as other district roads)

inside the city is constructed and maintained by

PWD (roads). Shillong Municipal Board (SMB) looks

after construction and maintenance of roads in

Shillong Municipality. SMB maintains about 30kms of

road stretch in the municipal area. Refer Figure 2-10 for availability of road width within GSPA.

The Main Arterial roads in the city are NH 40 from Mawlai (North Shillong) to Upper

Shillong and NH 44 from Happy Valley (South Shillong) Dhanketi (along NH 40) (Center

Shillong). (Refer Figure 2-5)

Based on the primary surveys conducted by UMTC, the road network characteristics in

GSPA have been given below:

Right of Way: Majority of roads in the study area have Right of Way (RoW) between 5 to 8

meters (54%), followed by 25% of the roads having a RoW between 8 to 12 meters

Availability of median: Medians are absent for about 99% of roads in the study area for

directional segregation of traffic.

Availability of Footpath: Pedestrian Footpath is not present on majority of roads in the study

area. Only 16% of roads have foot paths (Major portions of the National Highway)

Availability of Street Lights: It is seen that Street Lights are absent on about 13.5% of roads in

Shillong study area.

Figure 2-10 Road Width in GSPA


Page | 31

2.5. Growth in Registered Vehicles

Shillong accounts for highest number of vehicles in terms of per capita use in the State.

The total number of vehicles registered in Shillong District Transport Office in 2008 was

62,799.

The vehicle registration data shows that there has been an annual average increase of

about 10% for a period between 2001- 2008. There has been a rapid increase in the growth of

private cars from 2001 to 2008 and the similar trend can be seen in almost all categories of

vehicles. Such a rapid growth in private vehicular ownership is an indicator of increase in the

purchasing capacity of the people. Personalized modes that include cars and two-wheelers

account for nearly 57% share of total vehicular population. (Refer Figure 2-11)

In terms of composition of traffic, it is seen that cars

account for largest share in the total registered vehicles

and their share has steadily increased from 25% in 2001 to

32% in 2008. Cars are followed by the two wheelers (25%)

and jeeps (12%) account for highest share of registered

vehicles in 2008. (Figure 2-12) The high percentage of

trucks (10.4%) is attributed to large number of coal mining

activity in the region, which calls for transportation of coal

to various parts within Meghalaya as well to places outside

Assam such as Guwahati and Silchar etc. Out of total

number of vehicles registered, 90% of the vehicles are private vehicles and the rest are

Government owned vehicles.

Figure 2-11 Share of registered vehicles during 2008

Figure 2-12 Growth of registered vehicles during 2001-2005-2008


Page | 32

2.6. Vehicular Pollution

In absence of air polluting industries, vehicles are main source of air pollution in the city.

As per the vehicle emissions tests conducted by Meghalaya State Pollution Control Board

(MSPCB) during 2005 to 2008, 92% to 96% of petrol driven vehicles were complying with the

emission standards. Whereas, during 2004, only 61% of petrol vehicles complied with the

standards, thus indicating an uncontrolled trend. The ambient air quality monitoring station at

Lumpyngnad was established with the purpose of monitoring effects of exhaust emissions

from commercial petrol driven vehicles. Although monitoring results show that the

concentrations of SPM, RSPM, SOx, NOx are within permissible limits but a further increase in

vehicular emission load may deteriorate the air quality of city.

The ambient air quality monitoring done by MSPCB at important road crossings and

commercial areas like

Nongthymmai , Dhankheti,

Barik point, Police Bazar, Bara

bazaar and Mawlai

intersections show that

although SO2 and NOx levels

are within permissible limits

however, SPM levels are critical

crossing the permissible limit of

200 microgram per normal meter cube for residential areas. The high levels of SPM may also

be due to poor sweeping & condition of roads. (Refer Figure 2-13)

In general, ambient noise level in Shillong city is found to be on the higher side. It may

be observed from that the average day time noise level in Residential, Commercial and Silence

Zones is beyond prescribed limits.

Traffic is main cause of noise pollution in the city. The basic reasons of higher ambient

noise level in the city may be due to the fact that the sound once generated has little scope to

Figure 2-13 SPM levels at major road intersections


Page | 33

disseminate and even gets reflected back as hilly terrain and roadside high rise buildings in

some monitored areas restrict its absorption. Narrow roads with uneven gradient are also

important factors responsible for higher background noise.

2.7. Road Accident Profile

Road planning in

Shillong has so far been highly

automobile oriented that

makes other road users

vulnerable. High vehicular

traffic compounded by heavy

shares of commercial (heavy)

traffic makes the congested

road unsafe. Lack of respect for

the smaller vehicles and

pedestrians in the minds of the

heavy motor vehicle driver’s worsens the situation. On an average the city witnesses about 50

traffic fatalities every year, coupled with about 250 odd traffic injuries making the road safety

scenario in the city very grim. It can be seen from the table that road traffic injuries and

fatalities have shown a fluctuating trend during last five years with a decline in fatalities but

increase in injury causing accidents.

2.8. Public Transport System

The role of public transport is limited and the city

is primarily driven by private modes due to inadequate

road network, poor infrastructure and scattered demand.

Taxis and other IPT modes ply in city for intra city routes.

The Shillong City Bus Syndicate has been providing city

bus service in the city. The Taxis, although have been

given permit to operate as Contract Carriage, but instead

they operate as Stage Carriage Permit in form of Shared Taxis.

Illustration 2-3 Shared taxis for Inter city travel

Figure 2-14 Road accident profile in GSPA


Page | 34

At present, 234 private buses have been given permits for operating in the city on 15 routes, of

which 142 are mini buses, a large number of which are being operated as chartered buses

hired by organisations such as Assam Rifles, ICAR, NEHU, NEIGRMS, NIFT, Army Schools and

MSEB. Shillong City Bus Syndicate has been given permits for 92 buses.. However, only 121

out of 142 mini buses and 57 of the 92 bus permits given to Shillong City Bus Syndicate are

presently operating.

The shared taxis have gradually replaced buses mainly due to high frequency of service

offered by IPT, resulting in reduction in waiting time for passengers. Further, these buses do

not operate on their allotted routes leaving passengers stranded. This modal shift from Public

Transport System to IPT has resulted in high congestion on roads, pollution and accidents etc.

Illustration 2-5 Shillong City Bus Syndicate Buses

Illustration 2-4 Shared Taxis used as IPT modes for local point to point travel


Page | 35

In addition to the above, the State Transport Undertaking (STU) for Meghalaya State

called; Meghalaya Transport Corporation (MTC) operates around 46 buses on 10 intercity

routes. Additionally, the MTC owns its own depot and workshop located near the Police Bazar

area. The MTC buses are usually used for inter city travel. Boarding and Alighting into the MTC

buses starts from Garikhana bus stand.

Currently, private buses only ply on profitable routes while neglecting the less

profitable routes on which permits have also been given. To improve the quality of Public

Transport System in the city, the Government of Meghalaya, under the stimulus package of

JNNURM has placed orders for 100 buses (75 Mini buses + 25 mini buses), which the

Government plans to ply on routes within the Greater Shillong Planning Area (GSPA).

Based on primary surveys conducted by UMTC, a large number of people use the

shared taxis for intercity travel, mostly to their workplaces. Buses are more commonly used for

regional travel and intercity movement. The trip purpose in case of bus travel is varied. (Refer

Fig 2-15)

Work as a purpose dominates in case of intra city trips, while the share of all types of trips is comparable in case of intercity trips made primarily by buses.

Figure 2-15 Purpose of trips made by IPT and Bus modes

Illustration 2-6 MTC Bus Operations - Routes and bus stand images


Page | 36

2.9. Travel Pattern

Typical to any urban area, residential areas like

Laitumukrah, Pynthorumkhran, Nongmysong,

Madanrting, Nongthymmai and Mawlai are the major trip

generating areas while, institutional areas like

Laitumukrah, Secretariat and Nongthymmai and

commercial areas like, Police Bazar and Bara Bazar are

the major trip attracting areas.

Shillong has a large number of schools and

educational institutes that provide higher educational

facilities for the North East region, also being the

administrative head for Meghalaya state. Apart from

this, local business and shops are the only other

significant tertiary occupation for people. The purpose of

trips made in the area exhibit this nature of the region,

as obtained from primary survey results conducted by

UMTC. (Refer Figure 2-16). Narrow roads in the city and

region and lack of availability of space for parking vehicles, is reflective in the ownership

pattern of vehicles. Majority of the households even with an average monthly income of

Rupees 14,000 do not own a vehicle (79%). As mentioned previously, people largely depend

upon walking as a mode of travel or prefer to use their privately owned cars followed by

shared taxis. The modal share observed in the area is given in Figure 2-17.

Average Trip Length (ATL) – 3.5 kms

Per Capita Trip Rate - including walk trips (PCTR) – 1.5

Per Capita Trip Rate - excluding walk trips – 0.84

Figure 2-16 Purpose of trips made in GSPA

Figure 2-17 Modal Share


Page | 37

2.10. Movement of Traffic

2.10.1 Volume of Traffic Entering and Exiting the City

As per survey results it was known that the National Highways which pass through

the city carry a bulk of the vehicular movement, almost throughout the day. Because of the

alignment of the NHs within the urban area and connectivity with the rest of the north eastern

states, there is a continuous movement of goods and passenger vehicles almost at all times of

the day. Maximum vehicles enter/exit through NH 44 (Jowai-Silchar), followed by NH 40 from

Mawiong (Towards/ from Guwahati).(Refer Figure 2-18). On an average, about 35,345

vehicles per day enter / exit Shillong from all the entry points of the city. As the NH 40 and NH

44 also form part of the main arterial road network of Shillong city, mixing of city traffic with

goods and other forms of long distance traffic takes place. This leads to a reduction in travel

speed of vehicles within the urban area. An average speed of 15 kmph is observed during peak

hours due to narrow roads and heavy vehicles maneuvering through the city roads. This is one

of the major issues of the city’s traffic problems which needs to be addressed by the

development of a city bypass road which can take off a major bulk of the traffic which is

destined to other parts of North East India and does not intend to traverse the city.

Figure 2-18 Traffic Volume entering and exiting the city


Page | 38

2.10.2 Composition of Traffic

The composition of vehicles entering and exiting the

city has a major share of passenger vehicles at all locations. The

share varies between 66% on NH 40 towards Shillong and

94.7% on Ishrywat Junction on Nongmysong Road towards New

Shillong. Goods movement generally takes place on all NH

access points. (NH40 and NH44). Road to New Shillong passes

through Nongmysong which is an emerging residential suburb

and to NEIGRIMS Hospital site, hence private vehicles dominate

over any goods vehicles over this stretch.

2.11. Parking

Parking is a major problem in Shillong City. The State

Government has constructed Multilevel Parking (twin floor) lots

mainly near Police Bazaar, Bara Bazaar area and Mowlonghat

area for parking of private vehicles, taxis, MUVs like Sumos,

LCV, trucks and mini buses. Except for the Police Bazaar parking

lot, the other two are primarily used for Buses, Shared Taxis and Goods vehicles. Photographs

of a few of the Street Parking lots are given in Illustration 2-8 below

Figure 2-19 Traffic composition at entry points of the city

Illustration 2-7 Heavy vehicular movement along NH 44 entering Shillong city from Guwahati


Page | 39

Out of the four multilevel parking facilities, only the one at Police Bazar is used for

parking of private vehicles. So while parking/loading and offloading of some of the goods

vehicles and buses takes place inside the multilevel parking facilities at Mowlonghat and

Garikhana terminals, most of the private vehicles are parked on the streets in a haphazard

manner. This reduces the effective carriageway width of already narrow roads leading to

congestion as shown in Illustration 2-9 below:

Illustration 2-8 Off Street/Multi level parking lots

Mowlonghat Multilevel Parking – Goods Vehicles, Intercity buses and Maxi cabs

Garikhana Bus and Maxicab Terminal

MUDA Office & multilevel Car Parking near Police Bazar

Garikhana Bus and Maxicab Terminal

Illustration 2-9 On Street Parking at Bara Bazar and Garikhana


Page | 40

Parking Analysis Indicators studied in Shillong for On Street and Off Street Parking

Parking analysis indicators Remarks

Parking Accumulation From amongst the off street and on street parking locations, the highest peak hour accumulation is observed at Mowlonghat new terminal and Bara bazaar terminal, which principally act as boarding/alighting points for passengers and goods into the city.

Parking duration From amongst the off street and on street parking locations, the highest peak hour accumulation is observed at Mowlonghat new terminal and Bara bazaar terminal, which principally act as boarding/alighting points for passengers and goods into the city.

Parking composition The composition of parked vehicles typically characterizes short duration parking, mostly having private cars and shared IPT modes in large numbers as compared to other vehicles.

Parking demand/supply On the basis of Primary Survey conducted by UMTC, the parking demand/supply gap analysis for the city indicates that there is a excess demand in case of on street parking. The off street multilevel parking facilities developed by the Government, are mostly used for parking/offloading and on loading of goods vehicles and private buses. This leaves only the MUDA parking facility near Police Bazar intersection for parking of private vehicles. There is clearly a need for more off street multilevel car parking lots near all market areas specific for parking of private vehicles so as to reduce parking along the streets. (Refer Figure 2-20 for Demand Supply gap in GSPA)


Page | 41

2.12. Pedestrian Responsiveness

Steep slopes and narrow by-lanes are

characteristic features of a hill town, favoring

walking. Shilling has been no different from any

other hill town. Beyond the relatively flat arterial

roads (NH 40 and NH44) cutting through the city,

most of the sub arterial and local roads have steep

slopes. Walking still remains a principal mode of

travel for short distance trips with nearly 51% of the

total trips made in the city. However, increasing number of motorized vehicles over narrow

roads of the city have left little or no space for safe and uninterrupted pedestrian movement.

Mixing of pedestrian and vehicular traffic on roads

leads to increasing vulnerability of pedestrians to

accidents.

Shillong has a core commercial centre and the

entire region is solely dependent upon this core for

their daily household needs and trading related

works. Due to the reason that the core area is a Illustration 2-10 Guarded footpath on NH40

Off Street Parking

The overall demand (1134 ECS) is found to be lower than supply 1728 (ECS). This is due to underuse of facility and difficult to access the parking entrance

On Street Parking

Demand for on street parking (3498 ECS) is much more than the supply (2133 ECS), leading to excess parking on the roads causing congestion.

Parking Demand/Supply Gap

After restricting on street parking partially/completely, the overall demand supply gap is estimated at 2487 ECS as shown in area wise break up in Fig 2-20

Illustration 2-11 Guarded footpath on NH 40

Figure 2-20 Parking Demand/Supply Gap - after on street restrictions


Page | 42

major commercial area, it also houses other tertiary activities, like passenger and goods

loading/unloading terminal for taxis for trips destined to within city areas and suburban

regions. The core area consists of Police Bazar area and the Bara bazaar, which is separated by

a walkable distance of 2 kms. Other important pedestrian areas include the Institutional areas

such as Secretariat complex, Don Bosco School and high end residential areas/commercial

areas like Laitumukhrah and localities near Don Bosco School.

Out of the total road length in GSPA, only 16% of roads have foot paths which primarily

covers some part of the NH and small part of other sub arterial roads in the city. Along some

stretches of the NH, guarded rails have been provided to protect the pedestrians from mixing

with the vehicular traffic on the roads.

As per pedestrian count surveys conducted by UMTC on major intersections, it was

noted that in general morning peak for pedestrian movement is observed between 9:00 am

to 10:30am, while evening peak varies between 5pm – 6:30pm.

The pedestrian count survey also reveals an immediate requirement for pedestrian

crossing over the following:

Motphran Intersection – Bimola Rd

Police Bazaar Intersection - Umshosam Point - G S Road

IGP Point – Barik Point Road - PB (oneway road)

Don Bosco School Intersection - Dhankheti Road - Laitumukhrah Road

The City authorities have taken efforts to create some pedestrian facilities along certain

road stretches and important intersections. However, there is ample scope for further works

to be undertaken in areas which are still prone to pedestrian and vehicular traffic conflict. One

way streets and pedestrian only street (Police Bazar), footover bridge near Laitumukhrah on

NH40 etc have been enforced but there is a lack of supporting infrastructure which could

make the user’s experience hassle free.


Page | 43

2.13. Traffic Management Measures

In order to reduce traffic congestion in the Shillong City, a number of Short Term Traffic

Management Measures have been implemented/ are being implemented by the city

authorities including Urban Affairs Department, Shillong Municipal Board, Meghalaya Urban

Development Authority and Traffic Police. Some of these measures include:

(a) Restriction of On-Street Parking

Traffic Police has curbed/ restricted on street parking along the major activity centers

such as commercial areas along Police bazaar, MTC Road, Quinton road, Secretariat,

IGP point, Rajbhawan, Mowlonghat- Sweeper line point while the whole of

Laitumukhrah commercial area has been converted into a no parking zone to ensure

that on street parking does not restrict easy movement of vehicles. In addition, as

discussed earlier, the city authorities have created additional level parking lots at

Encroachment and poorly organized shops and layout of the Police Bazar street makes it look crowded and unattractive for tourists

Illustration 2-14 Fully pedestrianized Police Bazar road

Illustration 2-14 Police Bazaar intersection

Illustration 2-12 highlights the morning activities going on near Police Bazar round about, lack of road markings and the absence of definite space for pedestrian movement creates a conflict between vehicular and pedestrian movement. The situation worsens during evening hours with increased traffic volumes.

Illustration 2-14 Umsohum point


Page | 44

various locations mainly near the commercial centers of Police Bazaar and Bara Bazaar

so as to encourage people to use these parking lots rather than parking on road.

(b) Traffic Regulation

There is limited possibility of road widening along roads in Shillong due to constraints

of availability of RoW. One of the measures adopted by Traffic Police to ease traffic

movement along narrow roads is one way movement, wherever alternate corridors are

available for movement. One Way movements have been created along roads such as

Secretariat Road, Boucher Road, Keating Road, Bara Bazaar road, Sweeper lane, Jail

road, Polo Road, Dhanketi- Don Bosco road (during morning hours), Raj Bhawan road to

name a few, which has resulted in easing traffic movement along congested corridors.

One way system and “no entry” System presently exists on some of the roads in the

following areas.

o Lumdiengri (Near NH 40 – Entry point of Shillong)

o Laitumukhrah Area

o Police Bazaar and Secretariat Area

(c) Traffic Signalisation

Traffic Police had installed traffic signals at 18

important intersections in GSPA. However, it

was observed that the queue length and back

flow would become very long due to the

operation of the signals. It was eventually

decided to abandon the signalized system and

presently these intersections are being

manually operated.

Figure 2-21 Manual traffic management at Dhanketi intersection


Page | 45

2.14. Problems and Issues

2.14.1 Landuse Concerns

Broadly the activity spread in the city is

concentric in nature, with the Old City area

acting as a central core and the commercial

hub for the entire Shillong urban

agglomeration. The residential zones (including

the urban residential areas like Mawlai,

Nonmynsong and Pyonthomukhrah etc) are

principally dependent upon the urban

commercial core of Shillong (Bara Bazar and

Police Bazar). This commercial core is

surrounded by the institutional areas and

office complexes, further adding on to

increased dependence upon the core area of the surrounding areas.

Narrow and meandering roads of GSPA and terrain unsuitability further add to access

constraints into the core area. Plans to develop a new satellite township to bring a balance in

population distribution are being implemented.

2.14.2 Urban Congestion

There is Urban Congestion in inner core city areas of Shillong. In the SMB, the

population density is the highest. The urban infrastructure provided in this area, by and

large has became obsolete. Further 18 out of 19 notified slums are located within its

jurisdiction. While the old city has maximum densities, encroachments, mixed and slow

traffic and other bottlenecks, it also happens to be the business centre for major

commercial activities, both wholesale and retail. The entire area is in need of urgent

rejuvenation. These areas include the old city areas of Old Laban, Old Wahingdoh and

Figure 2-22 Concept landuse and accessibility of GSPA

New Township


Page | 46

Congested and high density areas of Mawlonghat, Bara Bazar, Polo Bazar, Laitumkhrah

bazaar and Thembijoy.

2.14.3 Traffic Congestion

Traffic Congestion has been observed along major roads in Shillong mainly due to

following reasons:

o Rapid increase in share of private vehicles and IPT. The vehicle registration data shows

that there has been an annual average increase of about 10% for a period between

2001- 2008. There has been a rapid increase in the growth of vehicles from 2001 to

2008 and the similar trend can be seen in almost all categories of vehicles. The number

of registered vehicles has almost doubled from 31,000 in 2001 to 62,000 in 2008. Such

rapid growth in private vehicular ownership is an indicator of increase in the purchasing

capacity of the people.

o Inadequate road capacity restricting expansion of road network: Most of the roads in

Shillong are single lane, not sufficient for the increasing growth of traffic in the city.

Limited road capacity and inability to widen the road result in traffic congestion at a

number of locations within the city.

o Traffic congestion, low operating speeds at major intersections in the city area and on

street parking by vehicles due to inadequate parking space.

o Absence of Bypass: In absence of a bypass there is intermixing of regional passenger

and goods traffic with intra urban traffic.

o Poor Public Transport system operated by private operators have encouraged taxis to

operate as Stage Carriage and has also led to multiple increase in number of private

vehicles.


Page | 47

2.14.4 Poor Pedestrian Responsiveness

Despite the city contours favouring pedestrian movement, lack of pedestrian friendly

infrastructure and facilities make them vulnerable to accidents and make the travel

unsafe and unfriendly. In most of the streets, a clear demarcation for pedestrian

movement causes intermixing of pedestrian and vehicular traffic.

The study results show that despite some infrastructure gaps, walking still remains a

favored means of movement and this needs to be considered as an incentive for providing

better pedestrian infrastructure.

2.15. Existing Levels of Service Level Benchmarks

2.15.1 Background

Benchmarking is well recognized as an important mechanism for introducing

accountability in service delivery. Sustained benchmarking can help City Authorities and

utilities in identifying performance gaps and effecting improvements through the sharing

of information and best practices, ultimately resulting in better services to people.

Recognizing its importance, the Ministry of Urban Development (MoUD), Government of

India has published a Benchmarking tool in 2010 for benchmarking of parameters for cities

with the aim of developing a framework for urban transport. The published Handbook of

Service Level Benchmarks (SLB), provides (i) a common minimum framework for

monitoring and reporting on service level indicators, and (ii) guidelines on how to

operationalize this framework in a phased manner in all cities of India.

Service level performance benchmarks for urban transport have been identified for the

following areas of intervention:

o Public transport facilities

o Pedestrian infrastructure facilities

o Non Motorized Transport (NMT)facilities

o Level of usage of Intelligent Transport System (ITS) facilities


Page | 48

o Travel speed (Motorized and Mass Transit) along major corridors

o Availability of parking spaces

o Road safety

o Pollution levels

o Integrated land use transport system

o Financial sustainability of public transport

An overall ranking would be awarded to the city based on its individual ranking obtained

under each of the heads. Based on the procedures given in the handbook, suitable urban

transport parameters have been ranked and their Level of Service has been calculated. The

overall SLB ranking obtained for GSPA is given in Table 2-4

Table 2-4 Service Level Benchmarking for GSPA

S No Benchmarks Qualification Status SLB Ranking Remarks

1 Public transport facilities No --

No organized bus transport system in the city, Shared IPT modes commonly found

2 Pedestrian infrastructure facilities

Yes 4 --

3 Non Motorized Transport (NMT)facilities

No -- Walking is the only NMT mode used for commuting

4 Level of usage of Intelligent Transport System (ITS) facilities

No -- No ITS being used currently

5 Travel speed (Motorized and Mass Transit) along major corridors

Yes 3 Travel speed calculation only based on private vehicle speed

6 Availability of parking spaces

Yes 4 --

7 Road safety Yes 4 --

8 Pollution levels Yes 2

--

9 Integrated land use transport system

No -- Increased density not possible due to terrain unsuitability

10 Financial sustainability of public transport

No -- Absence of organized public transport


Page | 49

3. Mobility Plan Strategies

3.1. Vision Statement

The Mobility Vision for Greater Shillong Planning Area is to “Provide safe,

efficient, and environmentally sustainable means of transportation system

for improving mobility of people and goods”.

3.2. Mobility Pillars

The three most important pillars for ensuring Sustainable Mobility in urban areas are:

(a) Integrated Land use-Transport Planning

(b) Bringing a control on movement of personal vehicles

(c) Encourage Public Transport System and other Sustainable modes

Sustainable Mobility however can only be ensured if the solutions are environmentally,

socially and economically sustainable as presented in Figure 3-1.

Figure 3-1 Sustainable Mobility Solutions


Page | 50

3.1.1 Goals

Thus to ensure that mobility solutions for GSPA are sustainable and in conformity with

the pillars of sustainable mobility, following Goals have been formulated:

1. Goal 1: Develop public transit system in conformity with the land use that is

accessible, efficient and effective.

2. Goal 2: Ensure safety and mobility of Pedestrians by designing streets and areas

that make a more desirable, livable city for residents and visitors and support the

public transport system.

3. Goal 3: Decongest the core areas of the city to improve quality of life.

4. Goal 4 : Develop traffic and transport solutions that are economically and

financially viable and environmentally sustainable for efficient and effective

movement of people and goods

5. Goal 5: Develop a Parking System that reduces the demand for parking and need

for private mode of transport and also facilitate organised parking for various types

of vehicles.

3.1.2 Objectives/ Targets

The Objectives and Targets for each of the Goals are given below:

1. Goal 1: Develop public transit system in conformity with the land use that is

accessible, efficient and effective

Objectives

(a) Provide good quality of public transport system that is accessible, efficient

and effective

(b) Develop strategy to integrate public transport system with existing IPT

System


Page | 51

(c) Develop strategies to encourage people to use public transport system and

discourage use of private vehicles

(d) Develop policies that encourage concentrated mixed land use development

along the public transport corridors

2. Goal 2: Ensure safety and mobility of Pedestrian by designing streets and areas that

make a more desirable, livable city for residents and visitors and support the public

transport system.

Objectives

(a) To improve pedestrian facilities in areas of pedestrian concentration

(b) To provide facilities to pedestrians and ensure safety to segregate their

movement from vehicles along major corridors

(c) To encourage pedestrian movement in heavy pedestrian movement areas

and restrict use of private vehicles

(d) To provide safe pedestrian facilities along major public transport nodes and

transfer points

(e) To develop a Pedestrian policy for safe and efficient movement of people

within the city

3. Goal 3: Decongest the core areas of the city to improve quality of life.

Objectives

(a) Develop strategies to encourage people to shift out of the core city area into

new township

(b) To shift major activity centers out of the core city area


Page | 52

(c) To restrict entry of personal vehicles in the core city area and reduction of

on street parking and encourage public transport and pedestrian movement

in the core city area

4. Goal 4: Develop traffic and transport solutions that are economically and financial

viable and environmentally sustainable for efficient and effective movement of

people and goods.

Objectives

(a) Develop immediate / short term strategies such as traffic management and

engineering solutions to ease flow of traffic at major congestion points

within the city

(b) Develop medium / long term measures such as construction of bypass, new

link roads, road network development, flyovers, underpasses to ease traffic

flow along major roads within the city

5. Goal 5: Develop a Parking Policy that reduces the demand for parking and need for

private mode of transport and also facilitate organised parking for various types of

vehicles.

Objectives

(a) Restrict On Street Parking at critical locations in the city

(b) Create off Street Parking (wherever possible Multilevel Parking) near major

activity centers, transit stations/terminals to meet the growing parking

demand.

(c) To suggest various measures through a combination of demand

management and fiscal measures to restrain the demand for parking of

private vehicles at critical locations.


Page | 53

3.3. Mobility Plan Approach

Urban mobility solutions cannot be evolved through a single strategy. The mobility goals

for GSPA will need to be addressed through a multipronged approach. The following strategies

need to be adopted in tandem to meet the various goals set for GSPA.

Land Use and Transport Strategy

Mobility Corridor Strategy

Public Transit Strategy

Non-Motorized Transport Strategy

Freight Management Strategy

Traffic Engineering Measures

Travel Demand Management

All the listed strategies are equally important and the order of listing does not imply

priority. Each of the broad strategies includes sub- strategies of immense importance. The

strategies when implemented through specific projects shall fulfill the goals and objectives of

the IMP. The sections below discuss these strategies.

3.1.3 Land Use and Transport Strategy

Increasing sprawl of urban areas due to development activities adversely affects the

environment as human footprint is developed over a large area resulting in increased

movement from one point to another. In the wake of emerging importance to control urban

sprawl and providing environmentally sustainable development options, it is necessary to

approach all urban issues in an integrated manner.

Figure 3-2 LUT Integration model for GSPA


Page | 54

In order to provide mobility solutions for GSPA, it is vital that there is effective

integration between landuse and transport in the entire region. Without which, it will be

difficult to coordinate growth in sustained manner.

Mobility considerations for GSPA will have to fall in resonance with the current landuse

and recommendations should result in complete harmony between landuse, transport and

environment suitability.

3.1.4 Mobility Corridor Strategy

By designating certain roads as primary mobility

corridors, the transport corridors get a priority for increasing

the throughput as well as congestion controlling techniques

turn out to be more efficient as they become case specific in

nature.

As speed of public transport vehicles reduce, travel

times increase to such an extent that commuters look for

personalized modes of travel. In addition to the user travel

preferences the road design and operations also have a

bearing on traffic congestion. Development of hierarchy in road network of a city helps in

addressing the specific problems of a particular kind of road in the entire network with specific

solutions.

Classification of the roads into primary, secondary and tertiary mobility corridors needs

to be done so that uniform standards of road geometry, fixed type of public transit vehicles,

pedestrian facilities, traffic management techniques etc can be coined down which are specific

to each of the three types of roads.

3.1.5 Public Transit Strategy

The base year travel surveys indicate that share of trips performed through bus is a

meagre 2% while IPT modes contribute to 37%. While the total share of public transport

including IPT is a healthy 39%, it is necessary to achieve a modal shift in favour of bus from IPT

Figure 3-3 Hierarchical layout of road network


Page | 55

in order to achieve a better level of services on primary corridors. The current public transport

arrangement of the city has nearly 5000 shared/ITP modes being used as the principal means

of public mobility within the urban area. Buses, being operated by the STU and a Local

Association generally ferry passengers to the hinterland. Government of Meghalaya has

recently acquired sanction for another 120 new mini buses for urban transport. The public

transport strategy for GSPA would be derived considering all the factors of excisting situation

and the best possible reorganization will be recommended to accommodate the vehicles over

a newly developed hierarchical pattern of road network.

3.1.6 Non-Motorized Transport Strategy

GSPA has a hilly terrain, leaving almost no scope for any means of non motorized

transport, except walking which constitutes 51% of modal share. It is imperative that walking

be given vital importance while providing mobility solutions for GSPA. Better facilities and

safety needs to be ensured for pedestrians for a comprehensive approach in moliilty planning.

Similarly, on relatively flat roads, bicycles should also be promoted. So that imcreased options

are available for people to do short distance trips.

The existing facilities need to be improved for better quality and capacity, as also new

areas of pedestrian-vehicle conflict need to be earmarked for immediate attention.

3.1.7 Freight Management Strategy

Freight movement in a city is an inevitable process of trade and economy. Traditionally,

movement of goods for local consumption and sale generally takes place from a certain

location within a city which is closest to the wholesale markets. In other cases where there

have been successful planning interventions, the goods terminal is preferred to be located on

the outskirts of the city, in order to prevent the entry of heavy vehicles into the congested

parts of the city.

Shillong however is an exception to this case and has the terminal (Mowlonghat) in the

heart of the city. This results in the movement of heavy vehicles right upto the city centre for

loading and unloading of goods. The terminal also serves for intercity buses and taxis for

movement of people to nearby cities and states. Narrow width of the highways cutting


Page | 56

through the city further adds to the congestion as there is no fixed time for permitting entry

and exit of goods vehicles. This leads to continous movement of heavy vehicle within the city

and contesting for limited space on the Highway/city road with other private vahicles during

the day hours.

Strategizing Freight Movement should primarily result in easing out the congested areas

from where the activity is being carried out, and relocating to an area which is better suited to

the needs of the freight moving vehicles and at the same time does not hamper the urban

environment with increased pollution and road congestion.

3.1.8 Traffic Engineering and Management Measures


generally qualify as short term

measures for bringing in

immediate relief from traffic

problems. A combination of

several measures can prove to be

effective means of problem

solving. These measures are

generally not very capital intensive

and give instant results.

Road Markings Signages Intersection improvement

Traffic separator/ channelizer

Traffic Calming Techniques

Delineators

Footpath repair works

Signalization of intersections

One way streets

Road rectification-patch repair

Resurfacing/ strengthening of road stretch

Speed limits

Figure 3-4 Traffic engineering & management measures


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3.1.9 Travel Demand Management

Travel demand management (TDM) is an intervention,(excluding provision of major

infrastructure), to modify travel decisions so that more desirable transport, social, economic

and/or environmental objectives can be achieved, and the adverse impact of travel can be

reduced. A combination of TDM strategies and policies help reduce travel demand or

redistribute this demand in space or in time. A demand management approach to transport

has the potential to deliver better environmental outcomes, improved public health and

stronger communities, and more prosperous and livable cities. A broad range of demand

management strategies are available and can be brought to use depending on the situation

and suitability. Some of the “tools” used for TDM are listed below.

Illustration 3-1 Traffic management measures


Page | 58

Table 3-1 List of indicative TDM measures

Including or improving pedestrian-oriented design elements, such as short pedestrian crossings, wide sidewalks and street trees

Including and improving public transportation infrastructure, such as subway entrances, bus stops and routes

Car parking controls and pricing

Road space rationing by restricting travel at certain times and places.

Road space reallocation, aiming to re-balance provision between private cars and other sustainable modes

“Real time” traffic and parking information to share traffic loads

Traffic signal co-ordination

Public education and awareness programs

Staggering of work and school timings

3.4. Timelines and Phasing

The projects identified would be phased depending upon several criteria like the urgency

of implementation, capital investment, ease of implementation, resource availability and

environmental considerations. The phasing is generally done according to Long Term, Medium

Term and Short Term projects.

Projects which do not require high capital investment and resource allocation and would

prove useful in providing instant relief to the traffic problems of the city are given high priority

and fall under Short Term projects. Similarly projects requiring high amounts of capital inflow,

and have other issues like land availability problems and do not cater to immediate demand

are given lesser priority and fall under Long Term projects.

http://en.wikipedia.org/wiki/Pedestrian

http://en.wikipedia.org/wiki/Pedestrian_crossings

http://en.wikipedia.org/wiki/Pedestrian_crossings

http://en.wikipedia.org/wiki/Public_transportation

http://en.wikipedia.org/wiki/Road_space_rationing


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4. Mobility Plan for GSPA

4.1. Introduction

Based on the aforementioned framework of the plan and

the strategy for achieving the vision under ‘realistic scenario’,

mobility plan elements used for GSPA are summarized as follows:


o Regional connectivity

o Area redevelopment

o Road Hierarchy Strategy

o Improving Road Network linkages


o Public transport management plan

o Feeder services

o Public transport infrastructure


o Pedestrian mobility plan


o Goods Terminals – rearrangement and relocation


o Intersection upgradation

o Road section improvement


o Parking management

o Traffic Management

The plan elements are detailed in the following sections.


Page | 60

4.2. Land Use and Transport Strategy

There has been growing realization globally in the development of integrated transport

strategies, in which individual policy instruments are combined to complement one another

and to achieve improved performance against a given set of policy objectives.

Integrated landuse transport strategies aim at the following

o Reduce travel demand in terms of trip rate and trip length by rearranging

activities.

o Improve mobility between residences, work and services through walk, cycle

and public transport

o Increase the choice of available public transport and reduce reliance on cars

o Encourage residents to perform short distance trips and make fewer trips by

strategic relocation of activities

o Support the viable operation of public transport services

o Provide for the efficient movement of freight.

The development and improvement strategies for GSPA have been based on an overall

area development perspective and concepts of self sustainability.

Land use Concepts

Transport Concepts Road Network, Traffic Management Measures

Area redevelopment, and infrastructure interventions for induced growth in the region

Mobility management strategies for pedestrians and vehicular traffic integrated with the existing and proposed activity use

Policy interventions for institutional strengthening and improved mobility for all.

Integrated Landuse – Transport Strategy for GSPA

Figure 4-1 Landuse Transport strategy for GSPA


Page | 61

4.1.1 Regional Connectivity – Regional Link Roads

Shillong has traditionally

witnessed growth within the city

boundaries, while residential density has

reached its threshold level, the suburban

areas are now beginning to act as

residential hubs for people commuting

to the main city for work. In this context,

it is felt necessary to develop the

regional connectivity to all the

surrounding residential hubs so that

mobility becomes easier and faster to

the main city. Additionally, a good

regional linkage will also result in

decentralization of activity from the core

areas of Shillong city, and into the

region, resulting in development of regional hubs. This would further develop the growth of

the New Shillong Township, which is still in its nascent stages of development, details of which

have been discussed in the previous chapters. In this regard, the Public Works Department

(PWD) of Meghalaya has already initiated work on following road links based on the feasibility

studies conducted by PWD department:

1. Additional Bye Pass road from Nongpoh to Nartiang- Khyndawsoo- Umiam Road

2. Mawlai-Umroi Airport Road

3. Mawlai- Mawiong

4. Mawlai Shillong Byepass road via Mawsiatkhnam

5. Link Road to New Shillong township

CANTONMENT

AREA

PYNTHOMUKHRAH

MADANRTING

NONMYNSONG

NONGTHAMMAI

NH 44

Figure 4-2 Improved regional connectivity to subarban regions


Page | 62

The development of these additional regional link roads would not only improve the

connectivity of Shillong city to other regions in the district, but would also improve the

connectivity of Shillong city to Umroi Airport. Further, these additional regional link roads

would also ease pressure on the main mobility corridors of the city such as the G.S. Road and

the National Highways viz NH 40 and NH 44.

Roads leading to Pynthomukhrah, Nonmynsong, Nongthammai, Madanrting and Mawlai

need to be addressed as major “link roads” to the region. (Refer Figure 4-2). Accordingly, the

road condition needs to be improved and upgraded to a minimum of two lane road with

suitable road markings and barricaded intersections for avoiding accidents and pedestrian

conflicts.

4.1.2 Regional Decentralisation

As part of regional decentralisation, the Master Plan has proposed for development of

New Shillong Township which is proposed to be located nearly 13 kms northeast of the

present city from the City Centre and is accessible by a motorable District road.The proposed

township will cover 10 villages viz., Mawdiang-diang, Umroh, Mawlong, Diengiong, Umsawli,

Mawkasiang, Madansaisiej, Mawpdang, Siejiong and Tynring. It is proposed that Government

office would be shifted to the New Township so as to encourage residents and other activities

to shift to the township and decongest the existing city of Shillong. It is also proposed that

other districts and sub divisional headquarters should develop necessary infrastructure within

their jurisdictions in order to reduce influx to the capital city.


Page | 63

Kleng

Mawkynring

Lumdengsal

Mawkhanu

Nonghali

MawsharohMawlongUmsawti

Mawdiangdiang

Tynring Dingpasoh

Mawiong

Mawpdang

Thangshalai

Ksehoongdeng

Ryngksaw

Mawkhaseng

Sweet Falls

Open Pine

Mawlyndep

Open mixed jungle

mainly pine

Nongplit

To Jowai 8kmPuriang

Pamura

Open mixed jungle

Open pine

Mawber

MAWRYNGKNENG

Lymlyer

Umphyrnai

Pamnakarai

LAITKOR P.F

Nongkseh

SHORT ROUND P.F SHYRWAT P.F

Umj-Jew

RIAT KHWAN R.F

Umsaw

Mawtawar

SHILLONG

Um-Niliw River

R I - B H O I

NH

-40

NH-44

Barapani

Japkynthei

Lal Charai

Mawkhan

Mawpen

NongsderRangmen

Umphrew

Umrynjah

Umden

Umroi Umsawriang

Jamyrdoh

UmplingUmsohpha

LumshiapUmsarang

Nangtraw

Umtung

Umket

Bhoilymbong

Mawtneng

Mawthei

Barkhat

Mawjain

Mynsain

BhoilasaNongluni

NongkyaNongjri

Umbir

Umrablei

Sumer

Mairung

Umtrew

Umsning

Umphi

Sohpetbneng

Kyrdemkulai

Umiarong

NH-40

NH-44NH-44

Umeit

To Guwahati

KM: 72/260 OF NH40

KM: 35/500 OF NH44KM: 49/650 OF BYPASS

KM: 61/800 OF NH40

KM: 0/000 OF BYPASS

4.1.3 Development of Bypass

Owing to severe traffic congestion on NH-40 which passes through the heart of the city,

construction of NH bypass connecting NH.40 on G. S. Road and NH 44 on Jowai Road is of

prime importance to relieve traffic congestion on the approach road to the city and for

inducing development near New Shillong Township. In the absence of any arterial bypass link

the G. S. Road is functioning as the major link for Mizoram, Tripura, Manipur, Silchar (Assam)

and large volume of passengers and goods

movement takes places inside the core

area of Shillong city causing congestion,

pollution and accidents. With the

construction of the NH Bypass, the

problem of traffic congestion within the

town will ease considerably. NHAI is

already started work on developing a 2

lane Shillong Bypass starting from BaraPani

connecting NH 40 and NH 44 for a length

of 47Kms.

The existing road is an intermediate bituminous lane for the initial 16 km (Barapani to

Bhoilymbong). From the km 16 to km 20 point, the stretch is intermittently bituminous. For

the rest of the length, earthen formation / Katchcha track exists. Important settlements along

the alignment are Indian Council for Agricultural Research (ICAR) Campus, Umroi Village,

Military Station, Bhoilymbong Village , Thangsalai Village , Dingpaso Village and Mawrynkneng

Town . An index map and location plan of the Project Highway is given in Figure 4-3.

Figure 4-3 Shillong bypass road alignment


Page | 64

4.1.4 Area Redevelopment Plan – Bara Bazar

With a multifaceted commercial nature of the Bara Bazar area, it is seen that people from

within the city and outside regions frequently visit the area. The proximity of the transport hub

and activities like retail commercial and wholesale trading for decades has resulted in severe

degradation of the area and its environs.

A redevelopment plan is thus proposed, so as to retain its importance as a trading and

commercial hub, at the same time, improve the overall appearance and the surroundings so

that it becomes an attractive and a more livable area. The principle tools used in the

redevelopment plan are (Refer Figure 4-4)

1. Activity decentralization

a) Shifting of bus/truck terminals (Mowlonghat, Bara Bazar and Syndicate Bus

Stand) at identified locations to the peripheral areas/ proposed locations as

given in the section on Freight Management.

b) Shifting of wholesale market (Bara Bazar) to the nearby peripheral areas/

proposed locations and integrating it with the truck terminals.

2. Development of pedestrian infrastructure and open areas

a) Improvements in urban services like provision of drains, public conveniences,

drinking water, street lights etc.

b) Paving of street with anti skid paving material

c) Plantation along sides of the road

d) Street furniture, street lighting, dustbins, street benches

e) Provide Escalators on existing staircases at two locations connecting Police

Bazar and Bara Bazar

3. Vehicle restrictions into the area with a revised circulation plan

a) Improving capacity of multilevel parking areas surrounding Bara bazaar, and

making parking insider designated parking areas compulsory.


Page | 65

a) Differential parking rates for off street and on street parking. Telescopic

increase in off street parking rates.

b) Circulation plan improvement for vehicles to avoid their entry into Bara Bazaar

from all directions.

Entry #1 – NH 40- Garikhana Side

No entry to motorized vehicles permitted beyond Garikhana Bus stand.

Entry # 2 – U turn at Motphran from Wahingdoh Road and return by Mawkhar

Road

Entry # 3 – Continuous movement from Police Bazar Intersection via Bimola

pharmacy point and exit from Mowlonghat to Anjali Cinema

4. Legitimate loading and unloading of a vehicle can take place outside the 9am – 8 pm

restricted access hours. Within those hours the Pedestrian Zone has a restriction of no

loading/no stopping at any time. Vehicles found in the zone without permission will be

issued with an instant Penalty Charge Notice.

5. Additional parking space for private vehicles/taxis on all major access points in existing

or proposed multilevel parking lots.

6. Vehicle stickers would be provided for the vehicles of residents to allow them entry

into the residential areas

Illustration 4-1 Locations identified for installing escalators


Page | 66

In India, in hilly terrains like Shimla, Himachal Pradesh, certain areas such as mall road

with heavy mixed vehicle and pedestrian movement have now been pedestrianised as

shown below

The main advantage of pedestrian streets are given below:

Preserving central city functions

Facilitating access for shoppers

Enhancing city's image

Reducing noise and air-pollution

Improving a city's appearance.

Implementation of these projects across the globe have revealed that the number of

consumers have increased, as did the amount of retail trade. Counter-intuitive as it

may be, pedestrian malls have proven to be successful despite people's car

dependency. Eventually, pedestrian malls had demonstrated their value to such an

extent that many storekeepers stopped opposing pedestrian zones along their

storefronts.

Another advantage to this is a nicer, cleaner, and quieter central area. The addition of

channels for water, flower boxes, showcases, water sculpture, mushroom-shaped

shelters, seats and special street lighting, greenery, trees, and outdoor cafes all give

character to the city.

Figure 4-4 Core Area Redevelopment Plan

4.1.5 Road Hierarchy Strategy

The NH passing through Shillong serves a variety of functions, including but not limited to

the provision of direct access to properties, pedestrian paths, bus routes, private vehicles and

catering for through traffic that is not related to immediate land uses. Apart from the NH, most

other roads serve more than one function to varying degrees, but it is clear that the mixing of

incompatible functions has been leading to problems.

A road hierarchy is a means of defining

each roadway in terms of its function such

that appropriate objectives for that

roadway can be set and appropriate design

criteria can be implemented. These

objectives and design criteria are aimed at

achieving an efficient road system whereby

conflicts between the roadway and the

adjacent land use are minimised and the

appropriate level of interaction between

the roadway and land use is permitted. The

road hierarchy can then form the basis of ongoing planning and system management aimed at

reducing the mixing of incompatible functions.

The three tier hierarchy has been designed for the road network in GPSA as given below:

Table 4-1 Road hierarchy system suggested for GSPA

Level One (L1) Specific Interventions

NH-40, NH-44 Barricaded footpaths on both sides of min 1.5 m width along the entire length of road running across urban areas

Average road width with kerbs not less than 7.5m, wherever possible

Precast concrete medians near all intersections

Compulsory signalized intersections

Road markings for Centre line, lane line(wherever possible),stop line, border edge line, yellow box junction and pedestrian crossing)

Figure 4-5 Road hierarchy system


Page | 69

Level Two (L2) Specific Interventions

MDR32 (NEIGRIHMS Road), Keating Road, Umpling Road, Jaiaw Road, Garikhana Road Polo road etc.

Average Road width not less than 5.5m

Barricaded footpath near intersections

Footpath of minimum 1.2 m width on atleast one side of the road

Siganalized/Manually operated intersections

Precast concrete medians near all intersections (wherever possible)

Road markings Centre line, lane line(wherever possible),stop line, border edge line, yellow box junction and pedestrian crossing Refer Table )

Level Three (L3) Specific Interventions

All other roads (except kuchcha roadS)

Road markings - border edge line

Footpath of minimum 1.2 m width on atleast one side of the road

NH

40

NH 44To


Silchar

To

Guwahati

Polo Bazar

MES Point

Anjali Cinema

Civil

Hosp.

Malki PointDhanketi

Fire

Brigade

Happy Valley

Towards Upper Shillong

Neigrims

Lalchand

Basti

Bara Bazar

Police

Bazar

IGP

Point

Don Bosco

School

MawkharGarikhana

Laban

Jail Rd.

Raj Bhavan

LaitumukhrahNE Hill

University

NH 40

L-1 Road

L-1 Road

L-1 Road

Figure 4-6 Road hierarchy plan for GSPA


Page | 70

As discussed earlier in the report, about 71% of the roads in the GSPA have a Right of Way less

than 10 m and balance 29% of the roads have a Right of Way between 10m to 25m. A typical

cross section of both these two category of roads is given below:

Type 1 – Very narrow streets (Less than 10m)

These Streets have a Right of Way of less than 10 m. The amenities such as streetlights and signage’s should preferably be mounted on walls of adjacent properties to maximize the clear space available for movement. On streets that are of width 7 meters or more a footpath cum multi-utility zone should be provided to accommodate elements such as streetlights, entrance, exit ramps, steps, trees and pedestrian refuges. As all the users share the same space it is necessary to have traffic calming measures to discourage speeding. Intersections with main streets should be designed to discourage the entry of through traffic.

Figure 4-7 Typical Cross Section of streets less than 10 m RoW


Page | 71

Type 2 – The basic streets (Typical RoW 10 to 25m)

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

Figure 4-8 Typical Cross Section of streets ( 10 m to 25 m)RoW


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4.3. Public Transit Strategy

The public transit strategy for GSPA has been culminated using a three pronged approach.

1. Mobility Corridors

2. Feeder network and clusters

3. Public transport infrastructure

4.3.1 Mobility Corridors

The mobility corridors have been identified by UMTC based on parameters like traffic

volume on these routes, Origin- Destination Pattern road condition, settlement location,

population density and projected scope of development and major activity centers and

residential areas.

Based on the above parameters, 5 primary mobility corridors have been identified and are

listed below and as given in Figure 4-.

Route One (R-1) – Mawlai to Nongthymmai, via Polo Bazar and Raj Bhavan

Route Two (R-2) – Mawlai to NEIGRIMS via Polo Bazar

Route Three (R-3) – Mawlai to Upper Shillong via District Council Point

Route Four (R-4) – Upper Shillong to Happy Valley via Dhanketi

Route Five (R-5) – Polo Bazar to NEIGRIMS via Laitumukhrah


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The existing PPHPD on the 5 main corridors of the GSPA are given in Table below:

S.no Name of Corridors Existing PPHPD

1 Mawlai to Nongthymmai, via Polo Bazar and Raj Bhavan 1900

2 Mawlai to NEIGRIMS via Polo Bazar 500

3 Mawlai to Upper Shillong via District Council Point 1400

4 Upper Shillong to Happy Valley via Dhanketi 2500

5 Polo Bazar to NEIGRIMS via Laitumukhrah 1700

Presently, Shared Taxis provide means of public transport to the residents of the

region. However, their service is unregulated and their haphazard pick up and drop off

points further leads to congestion on roads. In addition, the average area per passenger for

a shared taxi (Maruti 800) is 1.60 sqm as compared to a 0.90 sqm for a 13 seater mini bus.

On the basis of Primary survey conducted by UMTC, it has emerged that more than 62% of

the trips are made by IPT modes and only 4.7% by Private buses. Thus, there is a strong

need for introducing organized public transport system in the city.

Therefore, considering the limited road capacity and low PPHPD, it is advisable to go for a

regulated public transport system on main corridors of the city, which are wide enough for

easy movement of mini buses.


Page | 74

Shillong is in process of acquiring 1201 new buses from the JNNURM Bus Purchase Scheme

in 2009. The Public transport strategy for Shillong has been framed in the ambit of the

above mentioned facts and assumptions.

On the basis of discussions with various stakeholders, Urban Affairs Department has

decided to run buses on the following routes as given in Figure 4.8.

I. PROPOSED ROUTES FOR MINI BUSES

Sl. No.

Station Proposed Routes Remarks

1

Mawiong 1(a) Mawiong/Mawlai to Police Bazar

Note: During School hours destination of

those buses earmarked for schools will be

towards Laitumkhrah area

1(b) Mawiong/Mawlai to Mawlonghat

1© Mawiong/Mawlai to Polo Bazar

2

Mawblei 2(a) Mawblei to Police Bazar

2(b) Mawblei to Mawlonghat

2© Mawblei to Polo Bazar

3

Umpling/ Nongrah 3(a) Umpling/Nongrah to Police Bazar

3(b) Umpling/ Nongrah to Mawlonghat

3© Umpling/ Nongrah to Polo Bazar

4

NEIGHRIMS 4(a) NEIGHRIMS to Police Bazar

4(b) NEIGHRIMS to Mawlonghat

4© NEIGHRIMS to Polo Bazar

5

Lumparing/ Lawsohtun

5(a) Lumparing/ Lawsohtun to Police Bazar

5(b) Lumparing/ Lawsohtun to Mawlonghat

5© Lumparing/ Lawsohtun to Polo Bazar

6 Upper Shillong 6(a) Upper Shillong to Police Bazar

1 The Ministry of Urban Development, GoI, granted funds to GoM for purchase of 120 buses for public transport within Shillong city in the year 2009. The grant was given under the scheme titled Financial Assistance to JNNURM cities for Purchase of Buses for Urban Transport launched in the year 2009..


Page | 75

6(b) Upper Shillong to Mawlonghat

6© Upper Shillong to Polo Bazar

II. PROPOSED ROUTES FOR STANDARD BUSES

Sl. no Station Proposed Routes

1 Mawlonghat Shillong to Nongpoh

2 Mawlonghat Shillong to Umroi/ Bhoi Rymbong

3 Polo Shillong to Diengpasoh

4 Mawlonghat Shillong to Jowai

5 Mawlonghat Shillong to Mawkynrew/Smit

6 Mawlonghat Shillong t Sohra/Mylliem

7 Mawlonghat Shillong to Pynursla

8 Mawlonghat Shillong to Mawphlang


Page | 76

Polo Bazar

MES Point

Anjali Cinema

Civil

Hosp.

Malki PointDhanketi

Fire

Brigade

Happy Valley


Neigrims

Lalchand

Basti

Bara Bazar

Police

Bazar

IGP

Point

Don Bosco

School

MawkharGarikhana

Laban

Jail Rd.

Raj Bhavan

LaitumukhrahNE Hill

University

NH 44

NH 40

R1 (Mawlai - Nongthymmai via Polo Bazar and Raj Bhavan)

R2 (Mawlai - Neigrims via Polo Bazar)

R3 (Mawlai - Upper Shillong via District Council Point)

R4 (Upper Shillong - Happy Valley via Dhanketi)

R5 (Polo Bazar - Neigrims via Laitumukhrah)

NH

40

NH 44To


Silchar

To

Guwahati

Polo Bazar

MES Point

MES Point

Anjali Cinema

Civil

Hosp.

Malki PointDhanketi

Fire

Brigade

Happy Valley


Neigrims

Lalchand

Basti

Bara Bazar

Police

Bazar

IGP

Point

Don Bosco

School

MawkharGarikhana

Laban

Jail Rd.

Raj Bhavan

LaitumukhrahNE Hill

University

NH 44

NH 40

R1 (Mawlai - Nongthymmai via Polo Bazar and Raj Bhavan)

R2 (Mawlai - Neigrims via Polo Bazar)

R3 (Mawlai - Upper Shillong via District Council Point)

R4 (Upper Shillong - Happy Valley via Dhanketi)

R5 (Polo Bazar - Neigrims via Laitumukhrah)

Figure 4-7 Mobility Corridors

Figure 4-8 Bus Routes

NH

40

NH 44

To


Silchar

Polo Bazar

MES Point

MES Point

Anjali Cinema

Civil

Hosp.

Malki PointDhanketi

Fire

Brigade

Happy Valley


Neigrims

LalchandBasti

Mowlonghat Route

Police Bazar Route

Polo Bazar Route

Station to Station Route

NH

40

NH 44

To


Silchar

To

Guwahati

Polo Bazar

MES Point

MES Point

Anjali Cinema

Civil

Hosp.

Malki PointDhanketi

Fire

Brigade

Happy Valley


Neigrims

Lalchand

Basti

Mowlonghat Route

Police Bazar Route

Polo Bazar Route

Station to Station Route

4.3.2 Feeder Services – Shared Taxis

Feeder Services are generally defined as supplementary services to the principal mode of

public transport in a city. The effectiveness of a public transport system for any city relies upon

the level of integration between all levels (Primary, secondary or tertiary) in the system and

ensuring maximum area coverage.

There are close to 5500 shared taxis operating in GSPA. As proposed earlier, the new

buses procured under the JNNURM scheme would act as primary means of public transport. As

the bus routes identified cannot cover the city completely, a feeder system is further proposed,

wherein the existing number of taxis can provide feeder services to the buses.

The taxis shall be restricted from entering the L1 roads as much as possible so as to avoid

competition with the buses. They could only be operated on L2 and L3 roads for covering the

inaccessible areas of the city.

Thus, under the provisions of Section 74 of the Motor Vehicles Act, the existing permit

system of taxis would need to be modified. The RTO may change the permit system so as to

restrict the movement of the taxis within a certain area or Route as may be specified by the

RTO.

4.3.3 Public Transport Infrastructure

(a) Bus Depots

As stated previously, in order to ensure operational efficiency of the public transport

network it is necessary that there should be proper integration of the primary, secondary and

tertiary route networks so as to have smooth functioning of the bus operating system. In this

context, the location of the terminals plays a major role in successful operation of the system.

Bus terminals are critical for providing seamless inter and intra modal transfers and generally

have features such as easy accessibility using bus bays / platforms, passenger amenities /

information / conveniences / reservation / off board ticketing facility besides parking and are

Bus Depot


Page | 77

generally large sized and a end-of-the-corridor facility. The size of the terminal and the extent

of amenities envisaged there depend upon the quantum and intensity of operations.

Depending upon the type of operations, bus terminals can be categorised as origin-

destination point terminals and transfer point terminals and accordingly the facilities in these

terminals may differ.

While depots act as embarking/disembarking points, there are also crucial for bus

parking, maintenance and bus interchanges. Additionally, the location of Depots should be

neither too close not too far from the area of operation to avoid road congestion and dead

mileage of buses. Thus following depots are being proposed to be set up as part of introducing

city bus service in Shillong.

1. Mawpret near Mawblei – 30 buses

2. Upper Shillong- 20 buses

3. Mawiong near Mawlai- 20 buses

4. Mawdiangdiang (near NEIGRIMS)- 20 buses

(b) Bus Terminals/Interchange points

While the above three mentioned bus depots would act as terminal stations for R1, R2, R3,

R4 & R5. Smaller scale infrastructure for installing a Terminal station would be required at Polo

Umshing (near NEHU campus), at Laitkor near Happy Valley.

(c) Bus Stops

Distance between any two bus stops should not be less than 0.5 km and not greater than

1.5 kms. The location of bus stops should not be right at any intersection –but should be

located after the intersection. There should be a walking distance of atleast 100-300 meters

from each bus stop to the nearest road intersection. This may be specific to hilly regions as

installing a bus stop at an interchange could result in causing traffic snarls along the road due to

stoppage of buses for picking up/dropping off passengers.


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The Traffic Police has proposed a list of Bus Stops to be renovated constructed for

introducing the city bus service, details of which is given in the Annexure A.

Total no of Bus Stops Existing To be renovated New construction

81 12 6 63

4.4. Non Motorised Transport Strategy

Non Motorized Strategy generally covers all modes of non motorized transport like walk

trips (pedestrians), bicycle trips, hand carts, cycle rickshaws etc and gives recognition to their

presence besides laying out strategies for their usage and looks into supporting infrastructure

for these modes in the city.

GSPA being a hilly terrain, mostly witnesses walk trips that are in dominance. Use of

bicycles, handcarts, cycle rickshaws and other forms of NMT are not popular in the region as

their use is not supported by the terrain conditions. In view of the above, a pedestrian plan is

recommended for the region.

4.4.1 Pedestrian Mobility Plan

A brief inventory of recommendations for pedestrian facility improvement is listed below.

a) Interventions to be made in the form of the following :

Pedestrian friendly road markings

Footpath development

setting up pedestrian crossing facilities over intersections and installing suitable

street furniture

Covering of open drains

Signalization of intersections

Area pedestrian plan

b) Target areas for development of pedestrian infrastructure

Police Bazar – Bara Bazar stretch


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Bara Bazar – Garikhana stretch

Bara Bazar intersection

Polo Bazar area

Laitumukhrah market

The pedestrian mobility plan for GSPA is given at Annexure. The salient features of the

Pedestrian Mobility Plan are given below:

(i) Development of Grade Separated Pedestrian Crossing Facilities at following locations

1. Police Bazaar : 7 arm grade separated pedestrian crossing facility at Police Bazaar.

Due to strategic location i.e. being near School in consultation with the stakeholders

such as Urban Affairs Department and Traffic Police, the following grade separated

pedestrian crossing facilities are being proposed for the Shillong city

2. Don Bosco Square Laitumkhrah: Near Rympei theatrical center café running across

to pavement in front of Don Bosco Youth center and one arm towards the Bus

Stand in front of St.Anthony’s School.

3. Dhanketi Point: Pavement in front of Loreto Convent Gate towards Dhankheti

parking lot and continuing towards pavement in front of Eldorado.

4. St Edmunds Gate towards the Agricultural Gate

5. Step by Step School Point at Barik: Pavement in front of school entrance to the

other side of the road.

6. Sawlad Point: From near Holy Child School towards pavement on the opposite side.

(ii) At Grade Pedestrian Crossing Facilities: Due to very high pedestrian and vehicular

conflicts, pedestrian signals need to be installed over the following intersections

immediately:

1) Police Bazaar intersection


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a) Road to Bara bazaar from Hotel Centre Point

b) GS Road

2) IGP Point

3) Motphran

4) Don Bosco School

5) Dhankheti

6) Barik Point

7) Sawlad Point

(iii) Restricting vehicle movement along major activity area with heavy pedestrian movement

Police Bazar and Bara Bazar are the major activity centers of the city with retail and

wholesale trading centers of the Shillong area. It has high pedestrian movement during

peak hours and G.S. Road connecting the two commercial centers also has high vehicle

movement. Therefore the entire area is in need of urgent rejuvenation

(iv) Footpaths needs to be developed for about 18 kms of stretch on a priority basis along G.S.

Road, Keating Road, NH 40, NH 44, Bara Bazar Road and other stretches as detailed in the

Pedestrian Mobility Plan.

(v) Streetlights needs to be developed for about 12 kms of stretch on a priority basis along

G.S. Road, Keating Road, NH 40, NH 44, Bara Bazar Road and other stretches as detailed in

the Pedestrian Mobility Plan.

4.5. Freight Management Strategy

4.5.1. Development of Wholesale hubs

The absence of a bypass for goods vehicles destined to other North Eastern states and the

strategic location of the trading centre in the core area of the city is the prime reason for the

congestion on the city roads. Loading and unloading work takes place near the heart of the city

in Bara Bazar (Garikhana and Mowlonghat). Movement of goods vehicles into the city is a


Page | 81

continuous process throughout the day as the vehicles tread through a narrow hilly terrain

(NH40) and stoppage of more than a few hours could lead to a backflow affecting movement of

other vehicles on the NH. Such a situation warrants the need for development of the bypass

road on priority. Additionally, within the city, major corridors for truck movement like the NH40

and NH44 need to be relieved from all day movement of the trucks, hence construction of

truck/goods terminal at the edges of the city needs to be taken into consideration in order to

prevent heavy goods vehicles from entering into the city limits.

As a preliminary step, movement of trucks into the city should only be permitted

between 8:00 p.m to 8:00 a.m and hence day parking provisions need to be developed at all the

NH entry points of the city.

4.5.2. Site for Goods Terminal/Truck Terminus

It is proposed to set up wholesale activities in 3 locations namely;

(i) At suitable site in Upper Shillong and road leading to Shillong Peak

(ii) At suitable site near Mawdiangdiang / New Shillong Township (near the

proposed NH By pass)

(iii) At Mawiong


Page | 82

4.6. Traffic Engineering Measures

4.6.1. Intersection Improvement Plan

Traffic intersections are complex locations on any highway. This is because vehicles

moving in different direction want to occupy same space at the same time. In addition, the

pedestrians also seek same space for crossing. Drivers have to make split second decision at an

intersection by considering his route, intersection geometry, speed and direction of other

vehicles etc. A small error in judgment can cause severe accidents. It also causes delay and it

depends on type, geometry, and type of control. Overall traffic flow depends on the

performance of the intersections. It also affects the capacity of the road. Therefore, both from

the accident perspective and the capacity perspective, the study of intersections very important

for the traffic engineers especially in the case of urban scenario.

A review of network of road network characteristics indicates ineffective traffic

management. Traffic congestion has been observed at majority of intersections due to poor

geometry (low turning radius, steep vertical gradient), restricted road width due to on street

parking and disorganized traffic movement. Most of the traffic management at Intersections in

the Shillong is in its infancy and enforcement mechanism is weak. Even the road users are

unaware about the rules of the road. Stray provisions of road signs and pavement markings

have been observed and traffic signal installed at the intersections are not functional (e.g.

Anjali Point, Rhino Museum junction, Howel point, Civil Hospital, Dhanketi, Nongrim etc). Road

surface conditions also needs improvement (free from potholes/cracks) for safe and efficient

traffic movement.

General Recommendations for Short term/Temporary Improvements

(a) Pavement Marking: Centre line, dotted lane marking, direction arrow, stop line, pedestrian

crossing, chevron & diagonal marking in core area of physical traffic separator, marking

near parking area and restricted entry/exit to be done as per IRC:35:1997 specifications.

Proper pedestrian marking with stop line to be done wherever the pedestrian crossing the

road from one side to other.

(b) Traffic Control Devices: Traffic signal, stops sign, pedestrian crossing, no stopping/no

standing, no parking, overtaking prohibited, left turn prohibited, right turn prohibited and

other devices to be installed as per requirement. Place identification sign need to be


Page | 83

installed at each and every intersection. Direction sign & advance direction sign to be

installed at 150m & 500 m in advance before the approaching intersections. Traffic sign

related to approaching junction like, T-Intersection, Y-Intersection, and round about sign

etc. to be installed 50m before the junction from each direction. One way/ two way traffic

direction hazard marker sign to be installed on traffic island, separator & traffic rotary.

(c) Traffic Signal: Existing traffic signals need to be made functional and movement timing to

be synchronized as per priority movement of peak hour traffic. Traffic signal at major

intersections like MES Point, Rhino Point, Polo Bazar, Police Bazar, Anjali Cinema, Howel

Point, Barik, IGP Point, Dhankheti, etc. may be installed/repaired to control the peak hours

traffic movement. Amber Blinker to be provided near small road junction and near

pedestrian crossing.

(d) Traffic Separator/Channelizer: Traffic separator to be provided at major ‘X’ & ‘T’

intersection to segregate and direct the traffic to their respective direction.

(e) Traffic Marshal: Traffic Marshal to be deputed in different location at intersection to

control the misconduct traffic entry.

(f) Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye’s to be installed at hazardous

location to direct the traffic. Reflective cat eye’s to be installed both end of pedestrian

pavement marking to indicate the pedestrian crossing.

(g) Delineators: Traffic Delineator to be avail at each and every hazardous location like, island,

sharp curve location, near sharp turning, separator etc. so the the hazard area to be clearly

viewed to the commuters/road users.

(h) Construction/repairing of Pedestrian Footpath: Construction of new footpath &

reconstruction/repairing of existing footpath are required to make it available for

pedestrian movement and direct them to the nearest pedestrian crossing location.

(i) Rectification of existing road and pothole & patch repair: existing pavement to be

repaired. The location wherever pothole and patches and segregation are developed in top

surface of existing road needs to be rectified for safe and smooth traffic flow.


Page | 84

4.7.1 Police Bazaar Intersection

(a) Description of Intersection: This 7 arm Intersection is the main commercial hub of

Shillong and has movements in the direction of G.S Road (towards Secretariat), Oakland

Road (towards Pegasus Crown Hotel), Jail Road, Quinton Road, Police Bazar Road

(Pedestrian only), G.S Road (towards Bhimola Pharmacy Point) and Keating Road (One

Way movement only). On the basis of Primary Survey, the peak hour traffic movement is

between 16:30 to 17:30 pm (2858 PCU/ Hr) with main traffic movement on the G.S Road

towards Bhimola Pharmacy Point (1649 PCU/Hr). The Traffic Flow diagram of Police

Bazar Intersection is given in Figure below. The Pedestrian movement along this

intersection is about 5733 persons/ Hr during Peak Hour between 17:15 pm to 18:15pm.

The V/C Ratio on the main G.S road from Center Point to Bhimola Pharmacy Point is 1.4.

Due to very high pedestrian movement and vehicular traffic during evening hours, PV2

value is extremely high (22.7 x108 ) across GS Road while Umchosham point (Bimola)

reflects high PV2 at 18 x108during evening peak hours. Oakland Road and Keating road

however being one way roads have high PV2 due to heaviest pedestrian movement. The

PV2 values for these roads are 10.3 x108 and 3.6 x108 respectively.

(b) Main Activity near Intersection : Retail commercial activity and main commercial hub

(c) Existing Situation

o Deteriorated traffic circulation and non functional traffic signal

o Lack on traffic sign/ non standard traffic sign

o On street parking causing hindrances for smooth traffic movement

o Heavy at-grade pedestrian movement without any facility i.e. pedestrian pathway,

footpath, pedestrian subway/ footover bridge, pedestrian marking etc.

o Week road surface and potholes/patches

o Two-way traffic movement from narrow sector road


Page | 85

o Steep Gradient on Keating Road & Police Bazar Road

(d) Recommendations for Junction Improvement

i. Grade separated Pedestrian Crossing between Quinton Road, Police Bazar, GS

Road and Keating Road.

ii. Restriction of on street parking at approaches: Allow only pick-up and drop at

Bus-stop

iii. The existing Roundabout should be reduced with Channelising Islands along the

G.S Road, Quinton Road, Jail road for directional Movement of traffic

iv. Improving vertical gradient : The gradient of approach of Keating Road at police

bazaar should be improved at a level to allow smooth entry of vehicles (shared

taxis) from Keating road to Police Bazar

v. Pavement Marking: Centre line, dotted lane marking, direction arrow, stop line,

pedestrian crossing.

vi. Road Signs: , stops sign, pedestrian crossing, no stopping/no standing, no

parking, overtaking prohibited, left turn prohibited, right turn prohibited and

other devices to be installed as per requirement

vii. Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye’s to be installed at

hazardous location to direct the traffic. Reflective cat eye’s to be installed both

end of pedestrian pavement marking to indicate the pedestrian crossing.

viii. Right turn has been prohibited at all arms of the junctions to permit smooth

functioning of the rotary junction.


Page | 86

4.7.2 Dhankheti Intersection

(a) Description of Intersection: This 4 arm Intersection on NH 44 has movements in the

direction of NH 44 (Malki Point, Fire Brigade point), Don Bosco School and Lachumiere.

On the basis of Primary Survey, the peak hour traffic movement is between 7:45 to 8:45

am (5723 PCU/ Hr) with main traffic movement towards Don Bosco School (1884

PCU/Hr). Heavy Light vehicle movement is observed on this intersection moving from

Don Bosco School for Schools, which is One Way from 7:00 am to 9:00 p.m.

(b) Main Activity near Intersection : Proximity to Don Bosco School

(c) Existing Condition

o Non functional existing traffic signal

o Minimum/weak & non standard traffic sign

o No proper acceleration/deceleration lane

o Deteriorated traffic circulation

o Steep gradient of Eastern Command & Cherapunji approaches

o Sharp left running radius


i. Outer edge & corner area near junction to be improved as per available of Land.

ii. Junction to be improved with providing proper acceleration/ deceleration lane

towards Malki Point( as per availability of space)

iii. Turning radius to be improved (R=15-25m required)

iv. Traffic devices to be installed as per requirement as indicated as per IRC:67:2001

specifications

v. Traffic signal to be made functional and signal timings to be synchronized. Priority to

be decided as per maximum turning traffic in peak hours

vi. Footpath near junction to be provided for movement of pedestrian as per

availability of space (min. upto 100m)

vii. Road marking to be done as per IRC:35 specification

viii. Rectification and potholes repair to be done on existing road


Page | 87

4.7.3 Fire Brigade Intersection

(a) Description of Intersection: This 3 arm Intersection is located near Fire Brigade

station and is located at the juncture of NH with road leading to Nongrim hills. It is a

major intersection in terms of the traffic volume and witnesses a daily traffic ranging

from 30,000 to 35,000 PCU. Morning peak is obtained between 7:30 am to 8:30 am

(6615 PCU/hr) while Evening peak can be observed between 6:15 pm and 7:15 pm

(2173 PCU/hr). The V/C ratio on Fire Brigade intersection has been obtained as 1.1.

(b) Main Activity near Intersection : NH movement to Jowai/ Silchar and proximity to

Laitumukrah commercial center


(i) Minimum/ weak & non standard traffic sign

(ii) Sharp left running radius

(iii) Deteriorated traffic circulation at 3 junction in very closed distance

(iv) On street parking making hindrances for traffic movement

(v) Poor condition of road surface


I. Outer edge near junction to be improved as per available of land

II. Turning radius to be improved (R=15-25m required)

III. Traffic devices to be installed as per requirement/as indicated as per

IRC:67:2001 specifications

IV. One-way traffic movement to be strictly followed surrounding the

Legwrynghep ground park area

V. Street parking to be restricted near Legwrynghep ground

VI. Footpath near junction to be provided for movement of pedestrian as per


VII. Road marking to be done as per IRC:35 specification (refer separate drawing)


Page | 88

4.7.4 Don Bosco School Intersection

(a) Description of Intersection: This 4 arm Intersection near the Don Bosco Institutional

area has movements in the direction of Dhanketi and Laitumukrah and one way

movement towards Raj Bhawan and from Upland road (Towards NEHU campus). On

the basis of Primary Survey, the peak hour traffic movement is between 7:30 to 8:30

am (4929 PCU/ Hr) with main traffic movement towards Dhanketi (1836 PCU/Hr).

Heavy Light vehicle movement is observed on this intersection moving from Schools

in the region for Schools, which is One Way from 7:00 am to 9:00 p.m. The Traffic

Flow diagram of Don Bosco School Intersection is given in the support document.

The Pedestrian movement along this intersection is about 4200 persons/ Hr during

Peak Hour between 2:00 pm to 3:00 pm . The V/C Ratio on the Don Bosco Road

towards Laitumukrah is 1.4. The PV2 value is observed to be very high due to heavy

vehicular traffic along all roads forming the intersection. Vehicular traffic is

exceptionally high along Dhankheti and Laitumukrah resulting in a PV2 value of 17.1

x108 and 12.8 x108 respectively during morning hours. Additionally, Laitumukrah also

witnesses a high PV2 of around 25x 108during evening peaks. Rajbhavan road and

Upland road on the other hand have lower PV2 values which are well within the

threshold of 2 x108.

(b) Main Activity near Intersection : Don Bosco School and other educational

institutions


(i) Deteriorated traffic circulation and non functional traffic signal

(ii) Lack on traffic sign/ non standard traffic sign

(iii) On street parking causing hindrances for smooth traffic movement

(iv) Sharp left turning radius


Page | 89

(v) Deteriorated/week road surface and potholes/patches

(vi) Non standard Traffic Rotary in centre.

(vii) Two-way traffic movement from narrow sector road


i. Rotary to be developed as per available space and corners to be improved at

three locations as per availability of space

ii. Turning radius to be improved (R=15-20m required)

iii. Sector road to be made one-way traffic circulation in peak hours time as

indicated

iv. Traffic devices to be installed as per requirement as indicated as per


v. Footpath near junction to be provided for movement of pedestrian (100m

length min.)

vi. Road marking to be done as per IRC:35 specification (refer separate drawing)

vii. Signal to be made functional and rotary can be operate with traffic signal in

peak hour time.

viii. Rectification of existing road and pothole repair to be done


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4.7.5 MES Point

(a) Description of Intersection: This 4 arm Intersection is the on the outer point of Shillong

city on way to Cherrapunji and has movements in the direction of NH 40 (from

Jhalupara), NH 40 (towards Cherrapunji), NH 44 (towards Anjali Cinema), Clifford Road

(towards Eastern Command). On the basis of Primary Survey, the peak hour traffic

movement is between 8:45 to 9:45 am (5781PCU/ Hr) with main traffic movement on

the NH 44 towards Anajli Cinema (1977 PCU/Hr). Heavy vehicle movement is observed

on this intersection moving towards Cherrapunji and on NH 44 towards Jowai/Silchar.

The Traffic Flow diagram of Rhino Point Intersection is given in the support document.

The V/C Ratio on the main NH 40 towards Anjali Cinema is 1.3.

(b) Main Activity near Intersection : Proximity to Bara Bazar and Truck parking near

Mahavir Park


(i) Non functional existing traffic signal

(ii) Minimum/weak & non standard traffic sign

(iii) No proper acceleration/deceleration lane

(iv) Deteriorate traffic circulation

(v) Steep gradient of Eastern Command & Cherapunji approaches

(vi) Sharp left turning radius


i. Traffic Signal: Existing traffic signal to be made functional and signal timings to

be synchronized/coordinated with peak hour traffic/ adjoining major junctions

on NH-44 (MES Point, Anjali cinema)

ii. Pavement Marking: Centre line, dotted lane marking, direction arrow, stop line,

pedestrian crossing


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iii. Road Signs: , stops sign, pedestrian crossing, no stopping/no standing, no

parking, overtaking prohibited, left turn prohibited, right turn prohibited and

other devices to be installed as per requirement

iv. Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye’s to be installed at

hazardous location to direct the traffic. Reflective cat eye’s to be installed both

end of pedestrian pavement marking to indicate the pedestrian crossing

v. Geometric Improvement : Improving vertical gradient of Eastern Command road

& road towards Cherapunji

vi. Footpaths to be provided for pedestrian movement

vii. Junction to be improved by providing proper acceleration space


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4.7.6 Howel Point

(a) Description of Intersection: This 4 arm Intersection on NH 44 has movements in the

direction of NH 44 (Civil Hospital and Anjali Cinema), Laban and Lister Road (One Way).

On the basis of Primary Survey, the peak hour traffic movement is between 7:30 to 8:30

am (4580PCU/Hr) with main traffic movement on the NH 44 towards Civil Hospital (2182

PCU/Hr). Heavy Light vehicle movement is observed on this intersection moving towards

Cherrapunji and on NH 44 towards Jowai/Silchar. The Traffic Flow diagram of Howel

Point Intersection is given in support document.

(b) Main Activity near Intersection : Proximity to Civil Hospital and major movement

towards laban


(i) Non functional existing traffic signal

(ii) Minimum/weak & non standard traffic sign

(iii) No proper acceleration/deceleration lane

(iv) Sharp left running radius



i. Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001

specifications

ii. Traffic Signal to be made functional and signal timings to be synchronized

iii. Footpath near junction to be provided for movement of pedestrian as per

availability

of space (min. upto 100m)

iv. Road marking to be done as per IRC:35 specification (refer separate drawing)

v. Potholes & patches to be repaired and road surface to be rectified near junction

and other sections

vi. Lister road to be made one-way as existing


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4.7.7 IGP Point

(a) Description of Intersection: This 3 arm Intersection located near Rajbhavan. Two out of

the three roads forming the intersection are one way roads (Police Bazaar and

Rajbhavan Road, having out way and in way traffic movement respectively from the

intersection) Daily traffic ranges from 35,000 to 40,000 PCU. Morning peak is obtained

between 7:30 am to 8:30 am (6615 PCU/hr) while Evening peak can be observed

between 6:15 pm and 7:15 pm (2173 PCU/hr). The V/C ratio on Fire Brigade intersection

has been obtained as 1.1.

(b) Main Activity near Intersection : Government offices in the surroundings

(c) Existing Conditions

(i) Non Standard Traffic signs

(ii) Sharp left turning radius

(iii) One way movement from Rajbhavan to Police Bazar

(iv) Low standard and lack of road marking


(i) Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001

specifications

(ii) Footpath near junction to be provided for movement of pedestrian as per


(iii) Road marking to be done as per IRC:35 specification (refer separate drawing)

(iv) Potholes & patches to be repaired and road surface to be rectified near junction

and other sections

(v) Rajbhavan & Police Bazar road to be made one-way as existing


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4.7.8 Malki Point

(a) Description of Intersection: Malki point is a unique 4 arm intersection with additional 3

arms acting as one way streets intersecting with the main arms. The major direction of

traffic flow is from two ends which form a part of the NH. Morning peak hour is

observed between 10:00-11:00 am while evening peak hour is from 16:30pm to 17:30

pm. Maximum traffic flow is observed during the evening peak hour.

(b) Main Activity near Intersection: Malki sports ground and Survey of India office

(c) Existing Conditions

(i) Deteriorated traffic circulation and non functional traffic signal

(ii) Lack on traffic sign/ non standard traffic sign

(iii) No proper acceleration/ deceleration lane & small traffic control island

(iv) Immediate narrow road/turning for residential road & sharp left turning

radius

(v) Deteriorated/week road surface and potholes/patches

(vi) Two-way traffic movement from sector road


(i) Outer edge & corner area near junction to be improved and acceleration/

deceleration lane to be provide as indicated as per available of Land

(ii) Turning radius to be improved (R=15-20m required)

(iii) Traffic island to be developed as indicated to guide the traffic to their

direction

(iv) Blinker indicating left turning arrow to be provided

(v) Footpath near junction to be provided for movement of pedestrian (100m

length min.)

(vi) Road marking to be done as per IRC:35 specification (refer separate drawing)

(vii) Signal to be made functional and rotary can be operate with traffic signal in

peak hour time

(viii) Rectification of existing road and pothole repair to be done


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4.7.9 Barik Point

(a) Description of Intersection: This is a major four arm intersection on the National

Highway between Civil Hosp. and Malki Point. The third arm lead to IGP point. Morning

peak is obtained at 3873 PCU from 11:30am to 12:30pm. Peak hour traffic of 2473 PCU

is witnessed in the evening hours from 4:30pm to 5:30pm. Traffic composition indicates

that the morning peak is obtained due to a major share of heavy vehicles entering the

city, while evening traffic generally consists of private cars and taxis.

(b) Main Activity near Intersection: Meghalaya Secretariat and other government offices in the surrounding (near IGP Point)

(c) Existing conditions

(i) Minimum/ weak & non standard traffic sign

(ii) Sharp left running radius

(iii) Deteriorated traffic circulation with non function traffic signal at 3 junction in very closed distance

(iv) On street parking making hindrances for traffic movement



i. Outer edge & corner area near junction to be improved as per available of Land. (Refer drawing)


iii. Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001 specifications

iv. One-way traffic movement to be strictly followed as indicated

v. On-Street vehicle parking to be restricted near junctions

vi. Footpath near junction to be provided for movement of pedestrian as per availability of space (min. upto 100m)

vii. Road marking to be done as per IRC:35 specification (refer separate typical drawing)

viii. Pedestrian crossing markings to be given according to drawing


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4.7.10 Anjali Cinema

a) Description of Intersection: This 3 arm Intersection lies on the National Highway and

connects Rhino point on one side with MES point on the other side. The total daily

traffic ranges between 30,000-35,000 PCU. Morning peak is observed between 9:30 am

– 10:30 am witnessing peak hour traffic of 4401 PCU/hr during morning hours and 2249

PCU/hr during evening hours. The average V/C on this stretch is 1.6.

b) Main Activity near Intersection : Proximity to Mowlonghat, where whole sale trading

and commercial activity takes place

c) Existing Conditions

(i) Open entry/exit to Petrol Pump in central island.

(ii) Deteriorated traffic circulation due to Petrol Pump entry/exit in central island

(iii) Lack on traffic sign/ non standard traffic sign

(iv) No proper acceleration/ deceleration lane

(v) Immediate narrow road/turning developing kink on Bara Bazar Road

(vi) Sharp left turning radius

(vii) Two-way traffic movement from sector road

d) Recommendations for Junction Improvement

i. outer edge & corner area near junction to be improved as per available of Land


iii. Traffic devices to be installed as per requirement/as indicated as per IRC:67:2001

iv. specifications

v. Traffic island to be developed surrounding the Petrol Pump and entry/exit to be

restrict as indicated and as per suitable location

vi. Blinker indicating left turning arrow to be provided at left corner of traffic island as

indicated

vii. Footpath near junction to be provided for movement of pedestrian

viii. Road marking to be done as per IRC:35 specification (refer separate drawing)


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4.7.11 Motphran Intersection

a) Description of Intersection: This is a 4 arm Intersection which lies at the juncture of

Mawkhar road leading to Mawlonghat and Bimola Pharmacy-District Council road. Total

daily traffic accounts to 18470 PCU. Morning peak is observed between 9:00am –

10:00am with a total peak traffic of 3530 PCU/hr. Evening peak occurs between 5:45 pm

-6:45 pm having a peak traffic of 1415 PCU/hr. Road to Bimola Pharmacy typically

witnesses large vehicular as well as pedestrian traffic leading to a high PV2 value of

15x10^8 during morning hours. District Council road and Mawkhar road also witness

relatively high mix of pedestrian and vehicular traffic having a PV2 value of 2.3x108 and

4x108 respectively.

b) Main Activity near Intersection: Whole Sale trading and commercial activity

c) Recommendations for Junction Improvement

i. Restrict entry of heavy vehicles during off-peak hours only.


iii. Traffic devices: Traffic devices to be installed as per requirement/as indicated as per


iv. Traffic Signal to be made functional and signal timings to be synchronized

v. Signages like stop sign, pedestrian crossing, no stopping/no standing, no parking,

overtaking prohibited, left turn prohibited, right turn prohibited and other devices to be

installed as per requirement

vi. Footpath near junction to be provided for movement of pedestrian as per availability of

space (min. upto 100m)

vii. Reflective & Solar Studs/ Cat eyes: Traffic studs/cat eye’s to be installed at hazardous

location to direct the traffic. Reflective cat eye’s to be installed both end of pedestrian

pavement marking to indicate the pedestrian crossing


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viii. Pavement Surface maintenance: Pot-hole repair, rectification of uneven surface, cracks

etc.

ix. Road marking to be done as per IRC:35 specification (refer separate drawing) - Centre

line, dotted lane marking, direction arrow, stop line, pedestrian crossing

x. Traffic Rotary to be shifted to the centre of intersecting point of the junction as

indicated in the drawing.


Page | 99

4.6.2. Road Section improvement

(i) Resurfacing/ strengthening of road surface: The following road stretches

need to be strengthened/ resurfaced.

Mawlai Nongkwar Road to Sonapani Road

Garikhana Road to Jhalupara Road

Jaiaw Road (Robert Hospital to Motphran)

Polo Road going to 4th furlong

Polo Road going to Golf Club

Center Point to Jail Road Office

Center Point to IGP Point

Keating Road

Jackson's strace road Laban

Dhankheti to Nongrim Hill Road

Nongrim hills to Rynjah and RR colony

Fire Brigade to Nongthymai

Nongthymai to Madanryting

Laitumkhrah to Fire Brigade Intersection

Arbuthnut road

Nongmynsong (3rd way Road to Nongmynsong)

RR colony to Umpling Road

(ii) Additional Link Roads: The following projects for creating additional link

roads in Shillong are being planned to be executed by the PWD and Urban

Affairs Department, Meghalaya to reduce travel time and ease congestion on

the main NH and the G.S. Road

Earle Holiday Home to Polo Towers (2 lane road with approximate

length of about 1 km)

Ralfh Mansion to Sweeper lane


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4.7. Parking Management Measures

4.7.1. Parking Management

Shillong has witnessed a very rapid growth in the number of personal motor vehicles

resulting in increased pressure on the availability of space for parking. Inadequate

parking spaces have resulted in the existing right-of-way being used for parking, thereby

creating higher levels of congestion. Significant portions of road space are used only for

parking.

A Parking Policy is, therefore, essential for the following:

To discourage greater use of personal motor vehicles and encourage greater use of

public transport and NMT

To realize the true value of the land occupied for parking and recover economic

costs accordingly

Act as a feeder to public transit systems, thereby increasing their attractiveness

On the above lines, a parking policy document has been framed out for GSPA. The

document is given at Annexure B. Salient features of the Parking Policy are given below:

(i) Restrict or ban On Street Parking on the following locations as they hinder

movement of vehicles:

o Police Bazar Road from Khyndai lad junction along Bijou cinema hall upto

Umsohum road

o Mowlonghat near Anjalee Cinema

o Bara Bazar

o Garikhana area

o Polo Bazar


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o Secretariat on select locations

o Laitumukrah Market area

(ii) Parking also needs to be integrated with the public transport system of the city. It is

thus recommended that, paid parking lots are developed at the proposed bus depot

locations. These depots should be developed as transit hubs integrating movement

of public transport system with IPT.

(iii) Off street Parking

Pedestrianization of the Bara Bazar Area would seek immediate measures of

increasing parking capacity at the surrounding parking lots. Besides enhanced

capacity, additional land would be required for parking. In this context, parking lots

should be developed/ capacity enhanced at following locations:

(a) Police Bazar

- Remove the MTC Bus Stand and utilize ground floor reserved for Car Parking and

upper floors to be used for developing an open space in form of a pedestrian

plaza

- Parking lot at Boucher Road

- Additional Floor at MUDA Parking cum Shopping complex

(b) Bara Bazar

- Additional Parking lot to be constructed below the Mawkhar Christian High

School Building from the road leading to Mawkhar Presbyterian Church

- Additional Multilevel Parking at Mowlonghat between Anjali cinema Parking and

New Mowlonghat Terminal

- Develop Multilevel Parking at syndicate bus stand with parking for private

vehicles on the First floor


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- Multilevel Parking in Garikhana adjacent to Umsoh/ Nongpo Sumo Stand

(c) Off street parking lots need to developed along the following locations:

Nongthymmai

Laitumkhrah on Iewrynghep Ground near Fire Brigade intersection

Dhanketi

Nongmysong

Madanryting

Laban

Umpling Bazar

Improvement of Taxi Stand at Golf Link

(iv) Areas up to 100m from intersections on all arms and other critical locations would

be kept free from parking and other encroachments

(v) Suitable kerbside lengths would be kept clear of parked vehicles near bus bays

(vi) All bus routes would be declared as no-parking zones, to ensure better operational

conditions for buses. Currently, the cars park right in front of the bus stops also,

forcing buses to stop in the middle lane, thereby holding up the traffic in the other

lanes also. Declaring these routes as parking free will ensure that this lane is also

available for the flow of traffic, and buses can pull right up to the kerbs in order for

passengers to board and alight.

4.8. Summary

The strategies and measures suggested for GSPA are based on an overall situation

improvement approach which is conducive of the physical and social environment of the

region. The proposals only aim to improve the urban needs of the area giving full reverence


Page | 103

to the surroundings and to its people. The broad impact of each of the measure is given in

Table 4-2.

Table 4-2 Impact of Measures

Strategies for GSPA

Possible Impacts


Regional connectivity

Better accessibility and improves attractiveness of the region for better quality of life in the suburbs along with decongestion of the core area. The proposed Byepass and creation of additional regional linkages would help in reducing the byepass traffic (both passenger and goods traffic) that is destined to Guwahati, Silchar and Cherrapunji on the NH 40 and NH 44. About 25% to 50% of the goods traffic and 15% to 45% of passenger’s traffic would be diverted and prevented from entering the city area through the NH 40 and NH 44.

Area redevelopment

More livable area, increasing attractiveness for tourists and local people and better opportunities for commercial establishments. Through restricting movement of vehicles between the Bhimola Pharmacy point and District Council point, traffic equivalent to about 579 PCU during peak hours would be restricted and allowed access from the NH 44, which based on its current carrying capacity should be able to take the additional traffic load.

Road Hierarchy Strategy

Improved planning perspective, and well defined standards to be met for roads falling under the various categories


Public transport Improvement plan

A more environmentally and economically sustainable means of travel for people, would result in reduced usage of private vehicles. The existing share of Public Transit (2010) is about 15% without walk trips and with walk trips is about 4.5%, out of which majority of trips are for intra city transport. JnNURM has sanctioned 120 buses for Shillong city under Bus funding Scheme in 2009. It has been expected that after induction of 120 buses, city will have organized public transport system and its share would go upto 55% in design year 2041. The modal share (with walk and without walk) estimated for horizon year is given in table below:


Page | 104

Strategies for GSPA

Possible Impacts

Year 2010 2021 2031 2041

No of trips/ day 305021 414550 554913 698777

Public Transport Trips

With Walk (%) 5 8 20 29

Without Walk (%) 15 16 36 55

Private Vehicle Trips

With Walk (%) 15 13 10 9

Without Walk (%) 28 26 23 20

Thus, with induction of buses in shilling would result in increase in trips by Public Transport (without walk trips) from 15% to 55% by 2041 would result in decrease in trips by private vehicles from 28% to 20% by 2041 thus reducing the congestion, fuel consumption and emissions on the road. The average network speed from 15 km/hr to 18.5 km/hr by 2041 as a result of introduction of public transport system and traffic engineering and management measures in Shillong.

Feeder services Would support the exclusivity of the public transport system of the city without contesting for passengers

Public transport infrastructure

Would result in ascertaining a more organized public transport system and provide basic amenities for passengers using the system


Pedestrian mobility plan

Greater emphasis to the pedestrians of the city with a dedicated plan that focuses on their safety and comfort. It would also lead to reduction in road accidents involving pedestrians by about 10%.


Goods Terminals – rearrangement and relocation

Reduction in congestion of the core area of Shilling city from prohibiting pollution and congestion causing heavy vehicles from entering the inner city area.


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Strategies for GSPA

Possible Impacts


Intersection upgradation

Immediate improvement measures for increasing traffic handling capacity of major intersections of the city. Junction improvement measures improve the service capacity of the roads thus enabling faster and hassle free movement of vehicles. Installation of traffic signals result in reduction of overall waiting time at intersections and their synchronization would also improve the junction carrying capacity.

Road section improvement

Section improvement measures resulting in increased speeds of traffic on an average by about 20 % to 30%.


Parking management

Improvement parking management of the city, with a dedicated plan to manage, control and restrict parking, which results in improving the Right of Way for vehicles and improving the effective carriageway width.


Page | 106

5. Investment Program and Phasing

5.1. Cost Estimation

The mobility plan elements discussed in the previous sections were considered in the

estimation of block cost estimate for implementing the elements in the future. The

approximate capital cost, excluding land acquisition, for implementing the mobility plan is

about Rs. 447 Crores. This cost includes the cost of development of Bypass for Shillong city for

Rs 226 crores, but however excludes cost of development of New Shillong Township, which is

already under implementation. Major share of the investment is for developing Freight

terminals, infrastructure facilities for introducing public Transport in the city such as bus stops,

depots and bus terminals, and creating off-street parking sites. The breakup of project cost is

given in Table 5.1.

Table 5-1 Break up of Project Cost

S.no Items Unit Quantity Rate (Rs lakhs) Cost (Rs lakhs)

1 Development of 2 lane Bypass kms 47 22611

2 Bus Fleet (Mini buses) Nos 86 19 1634

Bus Fleet (Standard buses) Nos 18 40 720

3 Bus Shelters (New) Nos 63 12 756

Bus Shelters (Rennovate) 6 8 48

4 Bus Depots Nos 4 1000 4000

5 Bus terminal/interchange point Nos 3 800 2400

6 Freight Terminals Nos 3 1000 3000

7 Junction Improvements Nos 11 1867

9 Off Street Parking Sites ECS 2100 2 4200

10 Minor Repair work on Footpaths Kms 12 15 180

11 Footpaths cum drains

construction

Kms 18 40 720


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S.no Items Unit Quantity Rate (Rs lakhs) Cost (Rs lakhs)

12 Street lighting Kms 14 60 840

13 Road Markings Nos 10 5 50

14 Pedestrian Escalators Nos 2 400 800

15 Pedestrian subways Nos 1 100 100

16 Pedestrian foot over bridges Nos 5 50 250

17 Area redevelopment plan - Barabazar

Covering of drains Kms 5 20 100

Installing public conveniences Nos 4 100 400

Street paving Kms 1 20 20

Plantation kms 1 10 10

Street furniture (benches) Nos 15 0.7 10.5

Total 44717

5.2. Project Phasing

The phasing of investments have been done based on criteria such as nature of project

(NMT, Pedestrianisation, Public transport, land use development, area development, road

and road infrastructure development) and its immediateness as also the time taken for

implementation.

The investment is phased into following four phases:

Phase I : Immediate Projects : 2011

Phase II : Short Term Projects : 2011-2014

Phase III : Medium Term Projects : 2015-2019

Phase IV : Long Term Projects : 2020-2041

The Timelines for implementation and project phasing is given in Table 5.2.


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Table 5-2 Project Phasing

S.no Item Cost (Rs lakhs)

Timeline for Implementation (Months)

Category of Project

Phase I : Immediate Projects

1 Bus Fleet 2354 6 Public Transport

2 Bus Shelters 804 6 Public Transport

3 Bus Depots 4000 6 Public Transport

4 Bus terminal/interchange point 2400 6 Public Transport

5 Junction Improvements 1867 6 Traffic Management

Total 11425

Phase II : Short Term Projects

1 Minor Repair work on Footpaths

180 6 Road Development

2 Footpaths cum drains construction

720 6 Road Development

3 Street lighting 840 6 Road Development

4 Road Marking 50 6 Road Development

5 Pedestrian Escalators 800 12 Pedestrianisation

6 Pedestrian subway 100 18 Pedestrianisation

6 Pedestrian foot over bridge 250 8 Pedestrianisation


Area Development/ Pedestrainisation

Covering of drains 100 6

Installing public conveniences 400 6

Street paving 20 6

Plantation 10 6

Street furniture (benches) 10.5 6

Total 3480.5

Phase III : Medium Term Projects

1 Development of 2 lane Bypass 22611 24 Road Development

2 Freight Terminals 3000 18 Freight

3 Off Street Parking Sites 4200 18 Parking

Total 29811


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5.3. Funding Options

The financing for each of the projects based on real time costs at the time of

implementation will be a massive task. While the government will continue to be a major

source of funds for infrastructure, internal generation of resources by the transport sector itself

will have to increase. Pricing of transport services and reduction in the costs will have to play a

much bigger role than in the past.

Urban Transport Policy of the Ministry of Urban Development clearly indicates the areas

and levels of possible government support in ‘planning to implementation of urban transport

components’. There are certain areas of urban transport components that different

stakeholders can participate so that the required funding and responsibilities can be shared

with suitable coordination and regulation mechanism. The following funding sources are

visualised:

State /Central Governments

Meghalaya Urban Development Authority

Multilateral funding agencies

Private participation ( BOT/ Annuity/ Sponsorship)

S.no Items Sources of Funding

Phase I : Immediate Projects

1 Bus Fleet Government of India and State Government

2 Bus Shelters Public-Private Partnership

3 Bus Depots Meghalaya Urban Development Authority

4 Bus terminal/interchange point State Government/ Public-Private Partnership

5 Junction Improvements Meghalaya Urban Development Authority/ Shillong Municipal Board

Phase II : Short Term Projects

1 Minor Repair work on Footpaths Meghalaya Urban Development Authority/ State Government

2 Footpaths cum drains construction

Meghalaya Urban Development Authority/ State Government


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3 Street lighting Meghalaya Urban Development Authority/ Public-Private Partnership

4 Road Marking Meghalaya Urban Development Authority/ Public-Private Partnership

5 Pedestrian Escalators Meghalaya Urban Development Authority/ State Government

6 Pedestrian subways Meghalaya Urban Development Authority/ Public-Private Partnership


Meghalaya Urban Development Authority/ Public-Private Partnership/ Multilateral agencies

Covering of drains

Installing public conveniences

Street paving

Plantation

Street furniture (benches)

Phase III : Medium Term Projects

1 Development of 2 lane Bypass Government of India and State Government

2 Freight Terminals Meghalaya Urban Development Authority/ State Government

3 Off Street Parking Sites Meghalaya Urban Development Authority/ Public-Private Partnership


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6. Institutional Setup and Reforms

6.1. Existing Institutional Setup

6.1.1. Introduction

Shillong falls under the VI Schedule of the Constitution. There are two distinct areas; one

comprising the Shillong Municipal Board (SMB) and the rest of the Greater Shillong Planning

Area (GSPA) governed by the Sixth Schedule. Outside the SMB and within the GSPA, the

Autonomous District Councils (ADC) and the Dorbar Schnongs or the traditional institutions play

an important role in provision of civil services and in development works.

6.1.2. State level Institutional Setup

An elected government headed by the Chief Minister with a council of ministers, governs

the state of Meghalaya. The head of the bureaucracy is the Chief Secretary who reports to the

Chief Minister and the council of ministers. The Principal Secretary-Urban Affairs, who also has

charge of the Public Health and Engineering Department (PHED) looks after the subjects of

urban development as well. The operational arm of the UAD is the Directorate of Urban Affairs

(DUA). The Director is responsible for urban affairs municipal boards and town planning. Apart

from administrative control and regulation, the Director also implements a number of schemes

in slum improvement, urban employment and sanitation.

The Sixth Schedule of the Constitution is the main instrument to protect and empower the

tribal institutions off governance at the local level throughout the state of Meghalaya. The

organization structure at the State Level is given in Figure 6-1.


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6.1.3. 74th Constitutional Amendment

Amendment of Municipal Legislation

GoM enacted its own first municipal legislation in 1956. The current legislation under

which it operates is the Meghalaya Municipal Act, 1973 replacing the previous Act. This Act was

adopted from the Assam Municipal Act, 1956. The Act also made a mention of Dorbars as well.

It is noticed that the Dorbars have been mentioned to form as part of the Electroal college to

elect commissioner to the SMB.

Dorbar Schnongs

By tradition, the headman of the Dorbar Schnong looks after certain administrative,,

municipal and financial institutions. He is expected to look after low and order and common

properties of the village. He also attends to conventional municipal services like water supply,

sanitation and management of roads, footpaths and water sources, The Dorbar Schnong,

though without constitutional or state recognition, is the most powerful and active body as the

local level

Figure 6-1 State level institutional setup for urban service delivery in Meghalaya

Chief Minister - Meghalaya

Council of Ministers

Chief Secretary


Page | 113

Devolution of Functions

SMB is presently involved partially in executing and maintenance of services including

water supply, solid waste management, sanitation and street lighting. SMB also performs

obligatory functions like public health, registration of births and deaths and implementation of

State and Central Government schemes.

Creation of Ward , Ward Committees ,District Planning Committees and State Finance

Commission (SFC)

Provisions of the 74th CA Act, 1992 are not applicable to Meghalaya State as it falls under

the Sixth Schedule of the constitution. Hence no ward committees, District Planning

Committees and SFCs have been constituted.

6.1.4. Shillong Municipal Board and its Performance

Shillong Municipality was created in 1908. At present, SMB is governed as per the

provisions of the Meghalaya Municipal Act, 1973 and the Meghalaya Municipal (amendment)

Act, 2000.The CEO operates through two executive officers and staff. There are in all 8

departments within SMB. The organization structure of SMB is given in Figure 6-2.


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Objective and Functions

Although the Meghalaya Municipal Act, 1973 does not clearly state the objectives for

creation of municipalities, it is intended to achieve an efficient administration of the municipal

area with responsibilities of managing water supply, lighting, drainage, sanitation and other

amenities. The Act also mentions a setting apart of funds for specific purposes including water

and lighting, removal of solid waste, public health administration including measures to control

epidemic, construction and maintenance and improvement of roads, bridges, squares, gardens,

tanks, ghats, wells, drains, and variety of other purposes in the interest of residents of the

municipal area, which promote comfort or convenience of the inhabitants.

General admn. & estbl.

License collection

Accounts

Public works

Urban poverty

alleviation

General & legal

Water works

Public health &

conservance

CEO

Executive Executive

Staff

Health & Conservancy

Establishment

Conservancy Transport & Disposal

Birth & Death Registration

Building

Assessment


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6.1.5. Public Works Department (PWD)

Objectives and Structure

The objective of the state PWD as laid down by the department are

To plan and execute highways in the state

To execute works related to various state government projects involving roads and

buildings

Management of the contracting processes and supervision of the works carried out by

the contractors implemented through budgetary support

The PWD works under the overall supervision of the Minister of PWD and Principal

Secretary. Operationally, it is headed by the Engineer-in-Chief as head of the department and

responsible for overall management at the organizational level. Engineer-in-Chief is assisted by

Chief Engineers. Jurisdictionally, state is divided into zones and circles, headed by Chief

Engineer and Superintending Engineers.

Powers and Functions

Policy and planning and direction in regard to administration, all administrative matters,

service rules, condition of service, revision of rules, manuals

All matters relating to state roads/bridges, planning, state highways, rural roads, district

council matters, road statistics, sanctions, administrative approval to projects and allied

matters

Policy and planning in regard to roads, committees on roads/bridges, Secretarial portion

of National Highway, strategic roads, border roads, roads under Central Road Fund

(CRF) schemes, ferries, North Eastern Council (NEC) schemes.

Materials placing and procurement (secretarial portions), sanctions, procurement if

machineries monitoring and evaluation

All building works ay head of department level including building design, all research

works/quality control ad Architectural design works.


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All matters concerning land acquisition/settlement/sanctions and allied matters

6.1.6. Department of Urban Affairs (UAD)

The UAD is the nodal department for urban planning and development control within urban

and rural affairs. The UAD controls several institutions/agencies like

Directorate of Urban Affairs (DUA)

Meghalaya Urban Development Authority (MUDA)

Meghalaya Urban Development Agency (MUDAG)

Municipal Agencies at the local level

The Department functions under the overall leadership of Minister of Urban Affairs.

Administratively, a Principal Secretary, UAD, oversees the functioning of the department at the

Secretariat level. The organizational structure of the UAD is a combination of town planning

department and directorate of local bodies/municipal administration found in most of the

other states in the country. On the technical side, a director, who is assisted by 3 Joint

Directors, heads the UAD. There are 8 sections within the department namely, administrative

and establishment, accounts and budget, survey, design, engineering, research, monitoring,

planning, municipal, technical and ministerial sections.


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6.1.7. Directorate of Urban Affairs

The DUA acts as the nodal agency for coordination of issues related o urban planning and

urban management at the state level and performs the role of technical secretariat for the

UAD. The chief objective of the DUA is development and management of urban areas of the

state with emphasis on provision of infrastructure and civic amenities to en sure a healthy

urban living condition and to facilitate economic growth of the state. Following are the

functions and powers of the Department.

Department of Urban Affairs (UAD)

Minister in Charge Urban Affairs

Principal Secretary/ Commissioner

Directorate of Urban Affairs (DUA)

Director

Municipal Boards

Meghalaya Urban Development Authority (MUDA)

Meghalaya Urban Development Agency (MUDAG)

Urban Affairs District Offices

Figure 6-3 Organization structure of Department of Urban Affairs (UAD)


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Environmental improvement of slum areas and environmental planning of rural centres

of the state

Integrated urban development program in different towns of the state

Construction & maintenance of department’s non residential and residential buildings

Schemes related to urban development and town planning

Satellite township and other new schemes in Shillong and other towns

City beautification and improvement of tourist, historical, recreational areas in the state

Integrated development of small and medium towns

Plans for traffic congestion, vehicle parking, etc in different towns of the state

Development control

Planning and architectural design works

Preparation of master plan, development and regional plans

Preparation of base maps for different towns of the state

Constitution of planning and development authority

6.1.8. Meghalaya Urban Development Authority (MUDA)

The MUDA was constituted as per Section 8 of the Meghalaya Town and Country Planning

ACT, 1973 in March 1990 MUDA is administratively controlled by the DUA. It is an autonomous

agency with a high powered management structure consisting of the Minister in charge of

Urban Affairs as Chairperson, with all the concerned Secretaries, heads of departments, CEOs of

the 3 ADCs, CEOs of the Municipal Boards as members

The purpose of the authority is to promote and secure proper planning and development

of areas through enforcement and implementation of Master Plan. The authority has to

implement schemes in areas notified under the act. The powers related to landuse planning,

building sanctions rests with the Authority. MUDA is also the nodal agency for the New Shillong

Township.


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6.1.9. Meghalaya Urban Development Agency (MUDAG)

The MUDAG is registered under the Meghalaya Societies Registration Act. The major

function of the MUDAG is to coordinate and monitor the implementation of urban poverty

programs.

6.2. Problems and Issues

As seen above, there are multiple organizations that are involved in urban and rural

planning for the State. There is no specific domain for an overall control by the Government

and a major portion of the GSPA being rural is serviced by the Local Dorbar Schnongs. The

municipal board composition is miniscule and so is their area of control. The PWD is incharge of

constructing roads and maintaining them, however, their functioning is independent of the

urban/rural planning body of the state. Besides construction and maintenance of roads by the

PWD and maintenance of street lights by the SMB, there is no other substantial urban transport

related aspect which is looked into. The broad issues that emerge from the existing

organizational structure are as follows:

There is no clear segregation between the planning and implementing bodies

There is lack of coordination amongst all the departments in the urban transport sector

All departments related to urban transport do not function in coherence.

The UAD is hard pressed with several issues of urban affairs making reducing its

efficiency o act on matters related to urban transport in the entire region.

The Government of Meghalaya needs to have greater control on land matters as non

availability of land for public use becomes a major bottleneck for development

processes.

The PWD acts in isolation as far as road improvement programs are concerned.

The MTC is financially unstable making its presence negligible in providing public

transport options for intra city trips.


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Bus operations within the area have been in the hands of private operators who operate

buses in a disorderly manner.

6.3. Reforms in Urban Transport

6.3.1. Unified Transport Authority

With a view to coordinate all urban transport activities in the GSPA, it is suggested to set

up a Unified Transport Authority which would principally act as a planning and decision taking

authority for the region. The UTA is proposed to be formed under legislation in order to give it

greater autonomy and authority to impose the laws.

The UTA would be chaired by the Principal Secretary, Urban Affairs and would have

representation from the following organizations

i. Directorate of Urban Affairs (DUA)

ii. Meghalaya Urban Development Authority (MUDA)

iii. Meghalaya Urban Development Agency (MUDAG)

iv. Meghalaya Transport Corporation (MTC)

v. Transport Department

vi. Shillong Municipal Board (SMB)

vii. Shillong Traffic Police

viii. Public Works Department (PWD)

ix. Finance Department

x. Planning Department

xi. Dorbar Schnongs within GSPA

The functions of UTA will be as under:


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i. Undertake overall planning with regard to public transport in GSPA, covering all modes

such as road and air transport systems.

ii. 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

iii. Undertake network/route design for public all public transport services

iv. Determine, prescribe, monitor and direct the enforcement of performance parameters

and quality of service standards for all modes of public transport

v. Allocate routes amongst different operators through a transparent process

vi. Evolve policies for private sector involvement in public transport in the city, including

decisions relating to minimum fleet size, etc.

vii. Procure public bus services for different routes by any method such as contracting,

concessioning, etc. as it may deem fit.

viii. Monitor and enforce contracts

ix. Ensure compliance of terms and conditions of license

x. Recommend revocation of license for non-compliance of terms and conditions of the

license;

xi. Carry out surveys and manage a database for scientific planning of public transport

requirements

xii. 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.


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xiii. 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.

xiv. regulate the arrangement amongst operators for the sharing of their revenue derived

from the use of passes

xv. facilitate competition and promote efficiency in the operation of public transport

services

xvi. protect the interest of the consumers of public transport service

xvii. settle disputes between different operators and between operators and infrastructure

providers

xviii. 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

xix. levy fees and other charges at such rates and in respect of such services as may be

determined by regulations;

xx. 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.

6.3.2. Urban Transport Fund

Purpose for setting up the fund

While the Meghalaya Municipal Act, 1973 lays down the requirement of setting up a

common fund for improvement and maintenance of urban infrastructure deliveries, it serves a

vast gamut of services also including roads, bridges etc. This generally results in a miniscule

amount left for urban transport in the area which otherwise is a vast sector that commands

attention. It is recognized that the huge investments which would be required in creating


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infrastructure as well as enhanced services for urban mobility would need a ready pool of

resources for such investments; Therefore it is being proposed that some special levies/taxes

be put in place and credited to an “urban transport fund”. Balances in this fund can be utilized

for such investments.

Possible Sources of Funding

Possible avenues for raising resources for the fund would be the following:

Taxes - property tax, sales tax on fuel, advertisement tax

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

Documents

Comprehensive Mobility Plan for Greater Shillong Planning Area reports/CMP/Shillong.pdf · implementation strategy for these projects in the entire city. It is wiser to first set