Comprehensive Traffic and Transportation Plan Hubli Dharwad

Hubli Dharwad - City Profile Hubli & Dharwad are twin cities in the state of Karnataka in India. In 1962 Hubli & Dharwad cities were combined together and was recognized as twin cities i.e. Hubli Dharwad Municipal Corporation (HDMC). Hubli-Dharwad have now become one of the Commercial, Industrial and educational centre. It covers an area of 202.28 Sq.Kms out of which constructed area is approximately 72.78 Sq.kms including 45 villages and large number of extensions spread in all the directions. Notified industrial areas in the twin cities are Gokul Industrial Estate, Tarihal, Rayapur, Sattur, Belur. In small scale sector, the main products of manufacture are agro products, engineering products, and machine tools, chemical & pharmaceutical products. Industrial valves manufactured in Hubli, meet the nations major share of requirement. Hubli-Dharwad is also a hub for education for students from all over India and all over the world as well. Institutions here have excelled in the deliverance of high-quality education in various disciplines to enable students to be prepared for a highly competitive working environment after graduation. The twin-city Corporation occupies unique place in Karnataka State. After the capital city of Bangalore, this is the largest city Corporation in the State. It is a major railway center and in fact, the very heart of the Northern Karnataka Region. The airport at Hubli is located on the outskirts of the city. Hubli is an important industrial centre, with more than 1000 allied small and medium industries already established. There are machine tools industries, electrical, steel furniture, food products, rubber and leather industries and tanning industries. With the establishment of Kirloskar, N.G.E.F and K.M.F. it has gathered momentum in industrial development. Dharwad is the seat of learning with Karnataka University and Agricultural University. There are large number of Arts, Science, Commerce and Law Colleges in the city. Karnataka Medical College, S.D.M. College of Dental Sciences and Engineering and technical institutions are crowning additions to the educational facilities in the city. Due to these educational and industrial facilities, the city attracts considerable floating population. The population of the twin cities is 786,000, as per 2001 census and it is estimated more than 900,000 now (2009). Hubli-Dharwad's population increased at a rate of 22.99% between 1981 and 1991, from 527,108 to 648,298, and by 21.2% between 1991 and 2001. According to the land use plan of 2000, residential area constitutes 31% of the total developed area of 10,374 Hectares. The commercial and industrial establishments occupy 3% and 5% respectively & 6% of area is under open space, park and playgrounds. The area under circulation is approximately 22% while the Public and semi-public use occupies 17% of the developed area. 16% of the area consists of water sheet & vacant lands. Existing Traffic & Transport situation Hubli Dharwad has a road network of 700 kms. The total length of roads in the territorial jurisdiction of HDMC is 630 kms, of which 67% are surfaced (Bitumen top / WBM). The density of roads in the town is approximately 3.29 km/sq. km. The per capita road length is 0.8 km. The average width of the roads in the town is 9.5 meter. Roads cover an area of 22.69 sq.
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

km. As far as the registered vehicles are concerned, the twin city has a large share of two wheelers among them (approximately 71%). During the past decade, Hubli has seen considerable economic and per capita growth rate due to which the number of motor vehicles has increased. Contrary to Hubli, the growth has been slow in Dharwad. The registered vehicles are growing at 7.1% annually. The city experiences peak hour volume ranging from 1100 PCUs to 3000 PCUs at mid-blocks locations & 1100-5000 PCUs at Screen line locations. Peak hour share ranges between 5-9% of the 24hr traffic volume at mid-blocks & 7-13% at screen line locations. At outer cordon locations, the AADT ranges between 12000 to 52000 PCUs. The traffic composition is dominated by two wheelers, cars & three wheelers at the mid-block & screen line locations & by two wheelers, cars & goods vehicles at major outer cordon locations. In terms of speed, 56% of the roads have speeds below 30 kmph. Only 11% of the roads have speed above 40 kmph. The Average Journey Speed is found to be 27.85 kmph and Average Running Speed is found to be 32.05 kmph. Delays on the network are mainly due to heavy flow of traffic coupled with frequent pedestrian crossing. Overall low speed profiles in CBD area are due to large scale of activities, curbside parking and heavy concentration of traffic. Thus the LPA has been delineated into 126 zones. Of this, 67 zones are within the corporation area and 88 zones in the rest of Local Planning Area (LPA). Based on this zoning system & OD analysis, the travel characteristics were studied. In the twin cities, the average household size is 5.25 & the average household income ranges between Rs 10000-25000. In the two cities, approximately 8.63 lakh vehicle trips are performed each day with the city having a PCTR of 0.95. Including walk trips, approximately 13.7 lakh trips are performed in the city. Almost 33% of trips performed are work trips & 19% are educational trips. 25% of the return trips are performed in Hubli-Dharwad. Public Transport trips dominate modal split with approximately 30% of share. Two Wheeler trips & walk trips are 26% & 16% respectively. Trips performed by car, cycle & IPT are 15%, 7% & 6% respectively. The distribution of trips by purpose & trip length indicates that around 60% of work trips are performed within 5 km distance while 28% are performed within 2 km distance. The average trip length for bus is 8 kms, for cars it is 5.8km & for two wheelers I is 5.5kms. At outer cordon locations, . It is observed that the average trip length for private vehicles is about 88kms, buses - 165 kms and for goods vehicles the ATL is close to 250 km. Hubli-Dharwad city is witnessing considerable pedestrian traffic especially in the CBD areas with the increase in the commercial activity in some of the important areas. There is an increased demand for better pedestrian facilities. The increase in vehicular traffic has given rise to widening the carriageway width to accommodate the vehicles resulting in reduction in the size of the foot paths. This in turn has given room for pedestrians to spill over to the carriageway, thereby affecting the flow of vehicles. Main Public Transport system in Hubli Dharwad is City Buses. There are about 180 routes connecting city and sub urban areas. The city buses operate from 4 different terminals. All the urban and sub urban areas are provided with bus facilities by NWKRTC. All the terminals experience space constraints to handle buses smoothly, due to inadequate space. Also, it is
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

observed that in terms of intra city connectivity, coverage of public transport connectivity is better in city core and northern region as compared to southern region & there is overlapping component in city core area due to which travel demand from other areas is not fully catered to. The operational intra city routes have a fleet deployment of about 298 buses catering to about 4,00,000 passenger trips. Almost 1300 passengers are carried per bus per day. Accident rates & vehicle breakdowns are negligible & the earnings per km are on average is Rs 1800 per km per bus. The Maximum Demand is in the city core because of location of Central Bus Stand. Due to majority of the buses having their terminal at Central Bus Stand, large number of interchange trips coverage at the CBS. The Intermediate Public Transport system present in Hubli - Dharwad is auto rickshaws and taxis. The auto-rickshaws are often used as mode of transport for school children. With the upsurge of the city area, the public transport system has not been able to justify the mobility needs of the Hubli Dharwad citizens. Thus, there is an increase in usage of auto rickshaws and taxis. Taxis are an important mode of travel in the twin cities. The cities are separated by a distance of 21 km and taxis provide a comfortable mode of travel between the two cities. The average trip length is around 4.0 kms to 6.0 kms. While the average trip cost varies between Rs. 30 and Rs. 40. The average travel time is between 20 30 mins. From traffic flow analysis & junction inventory details it is observed that some of the junction experiences traffic snarls and needs an immediate attention in terms of engineering interventions. There is lack of pedestrians facilities at most of the major junctions that need to be looked into to avoid pedestrian vehicular conflicts at junction. Parking at junction is another major issue which reduces carriageway capacity and leads to obstruction in movement of traffic. In Hubli-Dharwar too, the growth of vehicles had been exponential with no specific parking lots designed. As a result, the vehicles are generally found to be parked on road causing traffic congestion and conflict points. The parking on the road eats up the valuable space for movement leaving lesser place for the vehicles to move. This reduces the speed of travel and reduces the level of service of the roads. Thus, an efficient system of parking needs to be evolved which would solve the parking woes of the city. Goods traffic is significantly high in Hubli - Dharwad due to presence of large number of industries in and around the city. Hubli - Dharwad does not have any defined goods terminal. Presently trucks and Light Commercial Vehicles (LCVs) are parked on the road at several places and it serves as a goods terminal. This is unorganized and causes a lot of problems to the citizens as well as the operators. The vehicles also enter the city roads during peak hours which further increase the traffic woes. Hubli APMC truck terminal handles freight from different parts of the state. The highest freight comes to Hubli from Belgaum with share of 14% in total freight destined for the city. Also, a high percentage of freight is interchanged between Hubli and Dharwad i.e. 12% from Hubli to Dharwad while 9% from Dharwad to Hubli of the total freight movement. Manufacturing goods (31%) constitute the highest stake in the total inflow and outflow of goods in Hubli-Dharwad followed by Agriculture (31%).

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Comprehensive Traffic and Transportation Plan Hubli Dharwad

The existing infrastructures and facilities of transport and communication in Hubli Dharwad are inadequate to meet the requirements of the city. Integration of transport facilities with the economic activity areas has not been a priority. Travel Demand forecast & Model The primary objective of the CTTP is to promote the public transport systems with at least 50% modal split in favor of public transport systems. Improvements of the existing road networks coupled with road safety measures have been accorded priorities as a part of the overall transport development program. Attempt has also been made to make the city environmental friendly to a great extent with the promotion of NMT facilities with respect to pedestrians and bicycle traffic. An operational travel demand model is required to enable estimation of future travel demand that will help towards identifying transport requirements for the study area. The said model is also a pre-requisite to the fact that the consultants are able to validate the actual travel patterns (as observed) within an acceptable error range. The standard 4 stage UTPS (Urban Transport Planning System) model procedure was adopted for the said purpose. The base data collated from the primary and secondary data collection and analysis was used in formulating the following models:Trip Production Models Trip Attraction Models Peak and off peak period corridor load assessment Trip distribution models Expected model shifts across public and private modes on account of exogenous estimates of travel and cost savings ( Generalized costs) Trip Assignment Models under Capacity restraint technique. The travel demand model for the study was formalized using the UTPS framework. It is used to validate the estimates of traffic and model the travel pattern as obtained from primary surveys. The following are the key concluding remarks: I. II. The detailed operational model was able to replicate and validate much of the travel and traffic patterns on the primary/secondary network and across screen-line points The validation exercise bought out limited discrepancies with respect to midblock data consistency (when compared to model flows). Such issues have been highlighted in this chapter and will be addressed before the subsequent submission. The exercise clearly models the shift in consumer preferences towards alternate mode choice (to be used as an input in subsequent analysis) on account of savings on travel cost and time

III.

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Comprehensive Traffic and Transportation Plan Hubli Dharwad

IV.

The developed travel demand model is fully operational and can be subjected to scenario and sensitivity testing across horizon years owing to endogenous and exogenous interventions.

Future Growth Scenario For the preparation of the Comprehensive Traffic and Transport Plan for Hubli Dharwad, the population projection is taken from Hubli Dharwad City Development Strategy. The average population as given in Hubli Dharwad City Development Strategy is 10.5 Lakhs in 2021. This translates to a 1.6% annual growth rate. Based on this growth rate the population has been projected. The strategic Urban Travel Demand Model developed under this study is used to predict the travel patterns and modal shares for the horizon years i.e. 2018, 2023, 2028 under respective land-use and transport network scenarios. The population growth rates have been taken from City Development Plan Hubli Dharwad. The population of Hubli - Dharwad has been projected using the Geometric method, Arithmetical Progress Method, Incremental Increase Method and Trend Line Method. The projected population and employment for 2018, 2023 and 2028 were used for estimating trip ends in the corresponding years. Hubli Dharwad is estimated to have a population of 12.66 lakhs & employment of 4.34 lakhs in 2028. Name of the Area 2009 Hubli - Dharwad LPA 9,59,844 Projected Population in the Study Area 2018 10,80,820 2023 11,70,097 2028 12,66,748

Projected Employment in the Study Area Hubli Dharwad LPA 3,29,226 3,70,721 4,01,343 4,34,495

Trip end models have been used to predict the number of trips generated from and attracted to each of the zones in the study area for the horizon year. Projected trip ends along with the network options in the future were provided as inputs to the trip distribution and modal split models to arrive at future trip matrices for Public and Private Vehicles. The proposed land use 2021 has been used for projecting the trip ends. The Scenario 1 is the Do Nothing Scenario where the planned changes in land use are not incorporated. Based on the existing situation and population forecast the trip ends have been projected. For Scenario 2 and 3, the proposed land use has been used for arriving at the horizon year trip ends. The alternate scenarios are: Scenario 1- Do Nothing Scenario 2- Master Plan Proposals Scenario 3- Construction of Outer Ring Road and Public Transport Route Rationalization
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

Scenario 1: Do Nothing Scenario This scenario assumes that no major improvements are anticipated. The changes contemplated will be limited to most improvement options such as providing bus shelters etc. In Do Nothing Scenario, some committed and sanctioned schemes of road-widening, etc would nevertheless be carried out as is being done at present. Otherwise dynamism of growth will be lost. The scenario that will be available by the horizon years therefore would be a Do minimum situation with some of the spot improvement plans and traffic management plans to be carried out. The Do-minimum assignment was carried out for the horizon years to identify the bottlenecks, over capacity links etc. Based on base year travel demand model, the modal split in favor of public transport will fall to about 13.0% by 2018, against base year modal split of 30% in case of Do Minimum Scenario. The reason for the drop in modal split is because of the public transport service not being able to match the requirements of the growing population. In the Do Nothing Scenario, any fleet augmentation or route rationalization is not expected. The only assumption that is made is that the existing fleet is used attain its maximum load factor. There would be an increase in traffic volume on most of the road network beyond its capacity as observed from the Peak hour traffic assignment on the road network for the year 2018, 2023, 2028. Analysis reveals that the traffic and travel situation without any significant improvement would be difficult to manage and result in absolute chaos. This would affect the growth potential of the city. Thus to develop the city into a planned city various strategies have to be initiated. Therefore, the combination of various strategies designed to improve the quality of traffic operation has been envisaged emerging as Scenario 2. Scenario 2: Master Plan Proposals The above scenario 1 does not incorporate any land use changes or master plan proposals. Scenario 2 discusses specifically integration of master plan proposals in the comprehensive traffic and transport plan. Along with the same, new proposals are being integrated to solve the traffic and travel woes of the city. The new proposals include various Land use Transport strategies, Development of mobility corridors, Public Transit improvement Strategies, Intermodal Integration, Non-motorized transport strategies, Freight Management Strategy / Passenger and Commercial Terminal, Traffic Engineering Measures and Travel Demand Management Strategies. Some new strategies proposed in this scenario are Network Improvement Plan, Improvement of Public Transport System, Development of Mobility Corridors, Non-Motorized Plan, Passenger & Commercial terminal plan & Traffic Engineering Measures. When Peak hour traffic assignment on the road network for this scenario including all the new proposals for different years is done, it is observed that there is significant reduction in traffic volume on many roads with increase in passenger trips on mass transport network. As the share of public transport increases traffic loading on the network reduces which is reflected in the improved V/C ratio. The assignments reveal that there are certain stretches of roads in the
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

central area that are still overloaded as they are being used by both private vehicles and PT. Hence it is required to augment capacity of roads or improve public transport systems order to accommodate traffic. Scenario 3: Construction of Outer Ring Road and Public Transport Route Rationalization Considering the evaluation of the above scenario, the most important issue to reduce traffic will be to increase the share of trips by public / mass transport. This will mean providing public transport services on all corridors. Considering, that many of the road corridors will still be overloaded in Scenario 2, the public transport network and road network has to be introduced on certain network. The backbone to a citys transport system will be the Public / Mass Transport System. The basic premise of the Transport Plan in terms of the National Urban Transport Policy is to create an efficient, cost effective and extensive network of public transport which could provide comfortable, convenient and affordable means of transport to the maximum number of commuters. In this direction a number of schemes are already under implementation and quite a few on board. Keeping in view these plans, there exist a large number of requirements for additional facilities in respect of public transport system. In addition to the network improvements in Scenario 2, there are few additions to network modification in Scenario 3: Construction of Outer Ring Road Public/mass transport (BRT) extended on to major corridors Construction of two new bypasses It is understood that only network changes will not be able to suffice to the changing transport requirements of the city. Thus change in travel patterns has to be introduced. Improvements in public transport system have to be detailed with the network improvements to achieve the targeted modal split. The share of person trips for public/mass transport is targeted to increase to 60% by 2028 as is desirable for Hubli - Dharwad city in this scenario. The increase in modal split is attributed to the expected shift of people from private to public due to the improved public transport system. This translates to 24.4 % of the users of other modes shifting to the use of buses. At a conservative year on year growth this is targeted to result in a modal split of 40% for 2018, 50% for 2023 and 60% for 2028. The willingness to shift to public transport system has been assumed based on secondary research. It is also observed that for the horizon year 2028 the peak hour peak direction traffic (phpdt) for following corridors is greater than 10000 and hence it is proposed to have high capacity buses these corridors in order to achieve a modal split of more than 60% in favors of public transport. The introduction of high capacity buses and a significant modal split will change the traffic and transport scenario of Hubli Dharwad. The Volume by capacity ratio on major stretches after public transport improvement and construction of ring road is calculated it indicates that
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

certain stretches still have unacceptable values of V/ C ratios. In such a case it is necessary to find alternatives to control private vehicular movement on such stretches. Some measures that can be adopted are as follows: One way schemes Banning of Private Vehicles during peak hours Construction of elevated / subway for these particular roads Also, it is important to note that the bypass around Hubli and Dharwad helps in siphon out the rail based freight traffic entering destined or generated in Hubli and Dharwad. In addition, stringent enforcement measures are needed (that shall ban the entry of freight vehicles on city roads) to force the external external traffic to use the NH-4 and Hubli Dharwad Bypass thus reducing the loading of the internal roads. Evaluation of Scenarios Different scenarios have been developed for the city to cater the expected growth in terms of traffic and travel demand. All the scenarios are formulated with a holistic view of reducing the resistance to travel thus lowering the time and effort to be input for commuting thus reducing not only the direct costs but also the social costs involved with the same. Also, consultants aim to enhance the mobility index of the city by incorporating efficient public transport strategies. All the scenarios developed are evaluated in comparison to each other and the scenario best suited for the city of Hubli Dharwad is short listed. S.No Travel Characteristics Base Case 2009 242994 25111 512465 3177490 23.00 4.02 Scenario 1 Do Nothing 2028 664118 50991 1162921 5357348 13.02 6.08 Scenario 2 2028 656924 20999 1240319 2378856 31.28 5.77 Scenario 3 2028 559623 16777 1293620 2326895 33.36 6.02

1 2 3 4 5 6

Vehicle Kms Vehicle Hours Passenger Kms Passenger Hours Average Network Speed ATL (kms)

Recommended Scenario Consultants approach is to create an urban transport scenario with least resistance and enhanced mobility. The transport scenario should be such that transport continues to be an induced demand and does not changes into an activity itself i.e. the role of transport systems
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

should be of facilitating connectivity and not resisting it consuming indefinite passenger hours leading to lower productivity and high social costs. All the scenarios discussed above have their own set of pros and cons. Still, scenario 3 where consultants propose a high modal split for public transport and support the modal share assumption by proposing a High Capacity Bus System is considered to be the best scenario achieved. The reasoning behind considering the scenario 3 to be of high utility value is I. II. III. IV. V. Higher modal split in favor of PT Provision of better Public Transport Facilities to stimulate modal shift from private to public Incorporation of all existing proposals regarding capacity augmentation Proposal of capacity augmentation on critical road sections Construction of Ring Road

Improvement in public transport system includes variety of systems that will use buses to provide a service that is of a higher speed than an ordinary bus line. This will be achieved by making improvements to existing infrastructure, vehicles and scheduling. The goal of this system will be to achieve the service quality of rail transit still enjoying the cost effectiveness of bus transit. Proposals, Recommendations & Institutional Framework In accordance with the recommended scenario priorities, the proposed transport development programme has been framed. On the basis of projected traffic, a public transport system plan indicating different transport systems on various corridors has been suggested in order to cater to traffic up to the year 2028. The balance traffic should be carried by road system in order to satisfy the needs of normal bus system and other modes such as two wheelers, cars, bicycles, trucks, pedestrians etc. The proposed Traffic and Transportation plan for Hubli Dharwad contains the following types of proposals, which will cater to requirements of the projected travel demand up to the year 2028. Mass Transport System: Bus Rapid Transport System City Bus System Augmentation of Bus Fleet Bus Terminal cum Traffic & Transit Management Centers (TTMC) New Bus Stations/bus shelter IT Infrastructure HRD Infrastructure Transport Integration Transport System Management Measures Pedestrian/NMT Facilities Footpaths Skywalks/Subways Road Development Plan
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

New Roads/Missing Links Road Widening Construction of ROBs and RUBs Grade Separator Parking Facilities Integrated Freight Complexes While framing proposals, priority has been given to public transport and non-motorized transport such as pedestrian facilities and public transport improvement strategies On the Institutional Framework front, The Hubli Dharwad Urban Development Authority and Hubli Dharwad Municipal Corporation has been envisaged as the most important institution responsible for planning, development and maintenance of the city transport system particularly of its road network system, parking areas, bus terminals, etc. While it is not contemplated to restructure HDUDA/HDCC under the CTTP project, the above proposals are recommended to enable HDUDA/HDCC to undertake and monitor CTTP projects. Other recommendations on institutional framework are Representation in Hubli Dharwad Unified Transport Authority Establish Traffic Engineering and Management Unit Establishing Traffic Engineering Cells Establishing Traffic Management Group Establish Transport Development Fund Strengthening Logistics Support & Capacity Building to Traffic Police Promoting Private Sector Participation Cost Estimates of Proposals and Phasing of Implementation The estimated investment for the entire Traffic &Transportation Plan based on public transport oriented system for the period till 2028 is estimated to be Rs 3105 crores at 2009 prices. More than three-fourth of this investment is proposed during the period 2009-18 which coincides with the JNNURM mission period. The proposed Implementing Agency and tentative financing structure for each of the major investments proposed is dealt with briefly below: S.No Project Implementing Agency Funding Mechanism Phase Cost (Rs. Crore) 1109.38 321.82 62.10 267.93

1.0 1.1 1.2 1.3

Road Infrastructure Development Plan Construction of Hubli HDMC / HDUDA Ring Road Radial Roads Improvement Hubli Dharwad Bypass (New

PPP / BOT (Annuity) Cash Contract Cash Contract

Phase I Phase I Phase I

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Comprehensive Traffic and Transportation Plan Hubli Dharwad

S.No

Project

Implementing Agency

Funding Mechanism

Phase

Cost (Rs. Crore)

1.4 1.5 2.0 2.1 2.2

2.3 2.4 2.5 2.6

2.7 2.8 2.9 2.10 3.0 3.1 3.2 3.3 3.4 4.0

Construction + Improvement) Other City Roads Cash Phase I 22.05 Improvement Contract Construction of Cash Phase I 435.48 Missing Links Contract Improvement in City Bus System and Intercity Bus Terminals 1528.58 Addition of Bus Fleet NWKRTC Cash Phase I, II & III 140.14 Contract Bus Terminal cum PPP/ BOT Phase I 292.50 Traffic and Transit Management Centres (TTMC) New Bus Shelters NWKRTC Phase I 18.20 Improvement and PPP/ BOT Phase I, II & III 37.88 addition of depots Improvement of IT Cash Phase I 239.20 Infrastructure Contract Multimodal Transit Cash Phase I 5.00 Centre at Hubli Contract Dharwad Development of HRD Cash Phase I 15.00 Centre Contract Environment Cash Phase I 63.70 Protection Projects Contract Intercity Bus PPP/ BOT Phase I 49.00 Terminals / IMTCs BRT Phase I & II 667.97 Junction 128.60 Improvements Geometric HDMC / HDUDA Cash Phase I 1.10 Improvements Contract Signalized Cash Phase I 1.00 Contract Roundabout Cash Phase I 6.50 Contract Grade Separated Cash Phase I 120.00 Contract ROBs , RUBs and Rail HDMC / HDUDA / Cash Phase I 80.00 Railways Contract
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Comprehensive Traffic and Transportation Plan Hubli Dharwad

S.No

Project

Implementing Agency

Funding Mechanism

Phase

5.0 5.1 5.2 5.3 6.0 7.0 8.0

Pedestrian Facilities Footpath Passenger Subway Passenger Skywalk Parking Facilities Integrated Freight Complexes Transport System Management Measures HDMC HDUDA HDUDA PPP/ BOT PPP/ BOT Multilateral Agencies World Bank, Asian Development Bank Cash Contract Cash Contract HDMC Cash Contract Phase I Phase I Phase I Phase I Phase I Phase I

Cost (Rs. Crore) 130.79 105.00 12.00 13.79 69.90 5.00 132.00

9.0 10.0

IPT Stands NMT Track

HDMC HDMC/ HDUDA

Phase I Phase I

0.80 100.20 3285.25

Grand Total

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