Passenger and goods transport movement as well as their related concerns in the city transport sector play a critical role enabling productivity of the city system and promoting the welfare of the city and its region. An extensive survey exercise was carried out to evolve a transport system best suited to the unique geography of the Guwahati city and to support the social and economic activities as expected to exist in 2025.
A total of 71,824 vehicles (107,819 PCUs) entered and exited the study area at the Outer Cordon (OC), on an average day (2004).25% of the goods vehicles at the OC were empty. A total of 223,871 vehicles (255,118 pcus) crossed the inner cordon (IC) on an average day. Motorized modes ranged between 41% and 91% at different count stations along the IC. Nearly 50% of the vehicles at IC, had a trip length upto 15 km.
The estimated traffic (inter city & through) at OC by 2025 is:
The CMP-2025 recommends development of a hierarchy-based arterial road network system comprising primary arterial, sub-arterial and collector roads. The main functional roads recommended are:
Overall around additional 194km of road network is proposed to be developed over and above the existing road network. This configuration reflects the net effective carriageway requirements for traffic movements.
The proposed road network comprises of a radial-cum-ring system. The radial/axial roads are inter-connected by three ring roads i.e. inner ring road (CBD Orbital), ring road and the peripheral ring road. The peripheral ring runs at the outer part of GMA with a proposed ROW of 60 m. The CBD orbital road, which is around the central core, would help in diverting the non destined traffic away from the central area. It would also help in providing access to central core area from the periphery.
The present road network comprises radial corridors diverging from the city CBD area. The major corridors are:
A few new road links are added to the road network system to enable it function as a more defined radial-cum-orbital network system. Some of the new links are:
A tunnel is proposed to connect AT road with Fatasil-Ambari road. It will connect the proposed orbital road through Dhirenpara, Kahilipara and Dispur last gate to AT road. It is observed that this link is going to carry substantial amount of traffic. Hence it is proposed to conduct the feasibility study of this tunnel link immediately as substantial amount of travel time and travel cost savings would be there.
The Modal Split Model has indicated a potential size of 62.1% (excluding walk and Cycle) by public transport in the horizon year (2025). This means a total travel demand of 13.7 lakh person vehicular trips per day. To cater the above demand an integrated multi-modal transport system has been conceptualized. The component modes include the bus system catering the study area, supported by a medium capacity rail based system along three identified corridors and supplemented by the IPT modes.
A modal share of about 55% of all vehicular trips by public mass transport would mean a demand of about 12 lakh trips per day on the PMT system. This calls for introduction of a medium capacity rail based system. It is proposed to plan and develop Medium Capacity Transit System in the city. Three corridors are identified. The proposed technology would include Bus Rapid Transit System and/or Light Rail Transit System. An incremental development approach is suggested.
In the first phase. Bus Rapid Transit System (BRTS) is developed and operated. As the city grows, the traffic builds up and exceeds the capacity of BRTS, the system technology is replaced by Light Rail Transit System (LRTS). BRTS would require a segregated right -of -way. Where it is difficult to provide segregated right-of-way, there elevated way may be provided. However, the via duct needs to be designed to accommodate LRTS in the future.
The first corridor (Green Corridor), runs east-west, from Narengi to Jalukbari. This corridor runs through the CBD area. It is proposed that this system may be
aligned and developed along the existing rail line. However, it would be independent of the Railways in terms of ownership, operation and management. The corridor is of 16.3 km in length. 13 stations are proposed along the corridor at: Narengi, Forest Gate, Noonmati, Bamunimaidan, Silpukhri, Paltan Bazar, Fancy Bazar, Bharalumukh, Kamakhya, Maligaon, Adabari, Jalukbari.
A second corridor (Blue Corridor) in the north-east direction, from the Guwahati Railway station, running along G.S. Road upto Khanapur is also identified. This corridor of length 10.2 km is proposed to be on elevated tracks. Seven stations are proposed along this corridor and they are Paltan Bazar, Ulubari, Bhangagarh, Ganeshguri, Dispur, Six mile, Khanapara.
The third corridor (Orange Corridor) starts from the Railway Station and runs northwards along the Fatasil-Aambari road up to Lokhra where a new activity complex with employment spaces of more than 100,000 has been proposed. From this it turns westwards to link the proposed Capital Complex and from there on it runs northwest along the road corridor to airport, and ends at the airport. The Orange Corridor is about 22.6 km in length and 9 stations are proposed along it at Paltan Bazar, Sarabpatti, Kalapahar, Lalganesh junction, Lokhra, Garchuk, West Boragaon, Azara and Airport.
Guwahati Rail station will be a major interchange station amongst the three corridors and between them and the regional rail system.
A major goods terminal is proposed to be developed as part of the proposed Integrated Freight Complex along with rail depot and truck terminal at North Guwahati area in proposed New Town I. This would be rail-cum-road terminal. In the land use plan, an area of 238 ha in North Guwahati has been zoned for the IFC. The IFC and other related facilities like rail terminal, truck terminal, supporting public and semi-public facilities etc. to be developed in this zone.