Executive Summary

The mega city of Bhubaneswar cannot afford the burden of 140 million people on

its 360kilometers of land. The concentrated populated itself poses a potential

threat. The high-rise buildings, continuously rising industries, increasing number

of transports and growing slums continue aggravating the situation. 60 percent of

her citizens live beyond the city facilities in spite of their living in the ambit of the

city. They throng to the city just to earn their living. Driven by extreme poverty,

insecurity, river erosion, serious unemployment problem have sent them to this

city. Quickly this situation cannot be changed. Traffic jam stands as the number

one problem of Bhubaneswar city. 93%city dwellers are directly related to it. It

was followed by pollution 62 percent, higher fares 46 percent, and frequent

accidents 26 percent, hijacking 26 percent The city's vehicle population has almost

increased ten times since 1992 as a result of our failure to introduce mass transport.

Eighty percent of the vehicles are three wheelers, small buses of the old days and

cars which spew more than half the major pollutants. Carbon monoxide,

hydrocarbons, photochemical oxides e.g. ozone, nitrogen oxides, particular matter

and lead are the main culprits .A recent study indicates that motor vehicles are a
major or primary source of other toxic air pollutants including benzene and a

number of carcinogens. In developed countries governments have fought for clean

air by regulating all major and many minor sources of air pollution. Industrial

emissions have been significantly reduced. As a result of new motor vehicle

emission standards introduced in 1988, new vehicles in developed nations are 90

percent cleaner than those manufactured in 1970s.The city dwellers, city planners,

policy makers, the experts and researchers who think about the city will

unanimously agree that Bhubaneswar is one of the most unplanned cities of the

world. Therefore, it comes as no surprise to see that Bhubaneswar's pedestrians, the

rickshaw pullers, baby taxi drivers, van wallas, and bus and truck drivers all vie for

tiny spaces with noticeable and utter disregard for other's right of way. This

obviously creates serious problems such as unnecessary traffic holdup and some

unhappy incidents. Serious vehicular-related accidents are growing at an

accelerated rate for growing traffic problem. It is reported that government has

decided to withdraw about70000 old and dilapidated vehicles from the road. Very

old and decrepit vehicles will not be allowed to ply. All these measure are aimed at

mitigating the problem. When will it see the light of implementation is unknown to

us.

2
 Table of contents

Section Page #

Introduction 4

Literature Review 15

Research Methodology and Objective 18

Data Analysis And results 28

Conclusion 47

Bibliography 49

3
 CHAPTER1

INTRODUCTION

4
 CHAPTER1

INTRODUCTION

Bhubaneswar city’s traffic system is considered to be one of the most chaotic ones

in the world. The residents are compelled to undergo physical stress and suffer

financial losses in terms of man-hours lost on working days. The media, both print

and electronic, have been constantly highlighting the sufferings of the commuters

in Bhubaneswar city because of the nagging traffic problem. Yet no solution to the

problem, apparently, is in sight, at least, in the short and medium terms, though a

lot has been said and a big-enough program, undertaken with the assistance from a

multilateral lender to improve the traffic situation of the capital city in recent years.

Various attempts were taken by previous governments including special meeting

with the agencies concerned to devise means to help reduce the intensity of traffic

problem in Bhubaneswar city. Some tangible improvements were assured within

the shortest possible time. But, in fact nothing has happened with the traffic police

remaining indifferent, in many cases, to their usual duty. The drivers of buses and

trucks and the rickshaw-pullers continue to be as defiant as before. In the past

5
politicians were often blamed partially for the chaotic traffic because of their

alleged involvement in billion-taka toll collection from bus and truck owners and

bus terminals. The advisers of the caretaker government were believed to be clean

in this respect. Yet, there was no improvement in the traffic situation.

The public buses are still ignoring the authorized bus stoppages and picking up and

dropping passengers from any point -- even from the middle of the road. At the bus

stoppages, the drivers park buses in a haphazard manner blocking normal traffic

movement. Then again, the buses do very often overtake other vehicles from the

wrong side. Over 95 per cent of the buses plying on different routes of

Bhubaneswar city do not comply with requirements under the Motor Vehicles Act

(MVA). They do not have back lights, indicators etc. The on-duty traffic sergeants,

deliberately or otherwise, overlook violation of MVA and other traffic rules, for

reasons best known to them.

Against this backdrop, the Bhubaneswar City Corporation (DCC), according to a

report published, is considering to take a move for expansion of the electronic

signaling system to 'ease' traffic congestion in the city. A good number of such

signaling devices have been out of order more than a year. The DCC is responsible

for installation and maintenance of the traffic signaling system and the traffic

division of the Bhubaneswar Metropolitan Police (DMP) uses the same for

'smooth' traffic movement. The question is: How effective are the electronic traffic
6
signals? In most traffic intersections having installed traffic signaling system, the

on-duty traffic policemen resort to the manual control of vehicular movement, on

the plea that the system is ineffective during rush hours. This could be mainly due

to the absence of a synchronized operation of the entire electronic traffic signaling

system.

But the basic problem of the city's traffic system is that the existing road network

is incapable of holding the ever-increasing number of motor vehicles. Thus, the

solution lies not in the installation of electronic signals or increase in the number of

traffic police. The effective use of the two might provide some temporary relief but

not a permanent solution. Some alternatives such as elevated expressways,

subways and multi-layer fly-over across the city hold the key to solving the

problem. The new government does need to consider some strong steps as one of

its priorities to help address Bhubaneswar city’s chronic traffic problem.

More than 7 hundred thousand rickshaws ply the city road, but only 75 thousand

have legal number. From time to time attempts are made to reduce the number, but

the initiative usually produces very slow impacts. Government has also tried many

solutions like flyovers, bridges, and circular water ways. But, it still it needs a lot

of planning. Traffic jam is obstructing trade and commerce. Illegal parking is

another reason for traffic jam. Cars, trucks and other vehicles are parked almost

everywhere. Faulty traffic signaling systems, inadequate manpower and narrow

7
road spaces and overtaking tendency of drivers create pro-longed traffic

congestions and intensify sufferings of commuters keeping people motionless as

well as creating suffocating condition in the streets.

Due to traffic jam, we are suffering economically, physically and even mentally.

So, we want to work on this vital issue to find out the causes and suggest some

realistic possible solutions and their economical impact on the people of

Bhubaneswar city.

Bhubaneswar /ˌbhubɔːnəsuɔːrɔː/ ( listen) is the capital of the Indian

state of Odisha. It is the largest city in Odisha and is a centre of economic and

cultural importance in Eastern India.

Along with the old town, the region historically was often depicted as Ekamra

Khetra (Temple City). With the diverse ranges of heritage resources, it showcases

significant sacred cultural landscape components which have evolved with the

support of available natural resource base and cultural trigger.[5]

Although the modern city of Bhubaneswar was formally established in 1948, the

history of the areas in and around the present-day city can be traced to the 3rd

century BCE and earlier. It is a confluence of Hindu, Buddhist and Jain heritage

boasting of some of the finest Kalingan temples. With many 6th-13th century

8
CE Hindu temples, which span the entire spectrum of Kalinga architecture,

Bhubaneswar is often referred to as a "Temple City of India".

With Puri and Konark it forms the Swarna Tribhuja ("Golden Triangle"), one of

eastern India's most visited destinations.[6]

Bhubaneswar replaced Cuttack as the capital on 19 August 1949, 2 years

after India gained its independencefrom Britain. The modern city was designed by

the German architect Otto Königsberger in 1946. Along

with Jamshedpur and Chandigarh, it was one of modern India's first planned cities.

Bhubaneswar and Cuttack are often referred to as the 'twin cities of Odisha'. The

metropolitan area formed by the two cities had a population of 1.7 million in

2011.[7] Bhubaneswar is categorised as a Tier-2 city. An emerging information

technology (IT) and education hub, Bhubaneswar is one of the country's fastest-

developing cities.

The foundation of the modern Bhubaneswar city was laid in 1948, although the

areas in and around the city have a history going back to 1st century BCE or

earlier.[9]

Dhauli, near Bhubaneswar was the site of the Kalinga War (c. 262-261 BCE), in

which the Mauryan emperor Ashoka invaded and annexed Kalinga.[9] One of the

9
most complete edicts of the Mauryan Emperor, Ashoka, dating from between 272–

236 BCE, remains carved in rock 8 kilometres (5.0 mi) to the southwest of the

modern city.[10] After the decline of the Mauryan empire, the area came under the

rule of Mahameghavahana dynasty, whose most well-known rule is Kharavela.

His Hathigumpha inscription is located at the Udayagiri and Khandagiri

Caves near Bhubaneswar. The area was subsequently ruled by several dynasties,

including Satavahanas, Guptas, Matharas, and Shailodbhavas.[9]

In 7th century, Somavamshi or Keshari dynasty established their kingdom in the

area, and constructed a number of temples. After the Kesharis, the Eastern

Gangas ruled Kalinga area until 14th century CE. Their capital Kalinganagara was

located in present-day Bhubaneswar City. After them, Mukunda Deva of the Bhoi

dynasty – the last Hindu ruler of the area until the Marathas – developed several

religious buildings in the area.[9] Most of the older temples in Bhubaneswar were

built between 8th and 12th centuries, under Shaiva influence. The Ananta

Vasudeva Temple is the only old temple of Vishnu in the city.[11] In 1568,

the Karrani dynasty of Afghan origin gained control of the area. During their reign,

most of the temples and other structures were destroyed or disfigured.[9]

In the 16th century, the area came under pachamani Mughal control. The Marathas,

who succeeded the Mughals in mid-18th century, encouraged pilgrimage in the

region. In 1803, the area came under British colonial rule, and was part of

10
the Bengal Presidency (until 1912), Bihar and Orissa Province (1912-1936)

and Orissa Province (1936-1947).[9] The capital of the British-ruled Orissa

Province was Cuttack, which was vulnerabile to floods and suffered from space

constraints. Because of this, on 30 September 1946, a proposal to move the capital

to a new capital was introduced in the Legislative Assembly of the Orissa

Province. After independence of India, the foundation of the new capital was laid

by Prime Minister Jawaharlal Nehru on 13 April 1948.[9]

The name of the new capital came from "Tribhubaneswara" or "Bhubaneswara"

(literally "Lord of the Earth"), a name of Shiva, the deity of the Lingaraja

temple.[8] The Legislative Assembly of Orissa was shifted from Cuttack to

Bhubaneswar in 1949.[9] Bhubaneswar was built as a modern city, designed by

German architect Otto Königsberger with wide roads, gardens and

parks.[12] Though part of the city followed the plan, it grew rapidly over the next

few decades, outstripping the planning process.[13] According to the first census

of independent India, taken in 1951, the city's population was just 16,512. From

1952 to 1979, it was administered by a Notified Area Council or a nagar

panchayat; a municipality was established only on 12 March 1979. By the 1991

census, the population of Bhubaneswar had increased to 411,542. Accordingly, on

14 August 1994, the Bhubaneswar Municipal Corporation was established

11
Bhubaneswar is in Khordha district of Odisha.[14] It is in the eastern coastal

plains, along the axis of the Eastern Ghatsmountains.[15] The city has an average

altitude of 45 m (148 ft) above sea level.[15] It lies southwest of the Mahanadi

River that forms the northern boundary of Bhubaneswar metropolitan area, within

its delta.

The city is bounded by the Daya River to the south and the Kuakhai River to the

east;[15] the Chandaka Wildlife Sanctuary and Nandankanan Zoo lie in the

western and northern parts of Bhubaneswar, respectively

Bhubaneswar is topographically divided into western uplands and eastern

lowlands, with hillocks in the western and northern parts.[15] Kanjia lake on the

northern outskirts, affords rich biodiversity and is a wetland of national

importance.[16] Bhubaneswar's soils are 65 per cent laterite, 25 per

cent alluvial and 10 per cent sandstone.[17] The Bureau of Indian Standards places

the city inside seismic zone III on a scale ranging from I to V in order of increasing

susceptibility to earthquakes.[18] The United Nations Development

Programme reports that there is "very high damage risk" from winds

and cyclones.[18] The 1999 Odisha cyclone caused major damage to buildings, the

city's infrastructure and cost many human lives.[19][20] Floods and waterlogging

in the low-lying areas have become common due to unplanned growth.

Urban structure
12
The Bhubaneswar urban development area consists of the Bhubaneswar Municipal

Corporation area, 173 revenue villages and two other municipalities spread over

393.57 square kilometres (151.96 sq mi).[22] The area under the jurisdiction of the

Bhubaneswar Municipal Corporation covers 186 square kilometres

(72 sq mi).[23] The city is somewhat dumbbell-shaped with most of the growth

taking place to the north, northeast and southwest.[24] The north–south axis of the

city is widest, at roughly 22.5 kilometres (14.0 mi). Growth in the east is restricted

due to the presence of Kuakhai River and by the wildlife sanctuary in the

northwestern part.[24] The city can be broadly divided into the old town, planned

city (or state capital), added areas and outer peripheral areas. It is subdivided into

Units and Colonies.

The old town or "Temple Town", the oldest part of the city, is characterised by

many temples, including the Lingaraja, Rajarani, and Muktesvara temples,

standing alongside residential areas. This area is congested, with narrow roads and

poor infrastructure.[24] Among neighbourhoods in the old town are Rajarani

Colony, Pandaba Nagar, Brahmeswara Bagh, Lingaraja Nagar, Gouri Nagar,

Bhimatanki and Kapileswara. The planned city was designed in 1948 to house the

capital. It is subdivided into units, each with a high school, shopping centres,

dispensaries and play areas. While most of the units house government employees,

Unit V houses the administrative buildings, including the State Secretariat, State

13
Assembly, and the Raj Bhavan. Private residential areas were later built in other

areas of the planned city, including Saheed Nagar and Satya Nagar. Unit I,

popularly known as the Market Building, was formed to cater to the shopping

needs of the new capital's residents. Later, markets and commercial establishments

developed along the Janpath and Cuttack-Puri Road at Saheed Nagar, Satya Nagar,

Bapuji Nagar and Ashok Nagar. A dedicated institutional area houses educational

and research institutes, including Utkal University, the Institute of Physics,

the Institute of Minerals and Materials Technology and Sainik School. Indira

Gandhi Park, Gandhi Park and the Biju Patnaik Park are located in the unit.[24]

The added areas are mostly areas lying north of National Highway 5, including

Nayapalli, Jayadev Vihar, Chandrasekharpurand Sailashree Vihar, #Niladri

vihar which were developed by Bhubaneswar Development Authority to house the

growing population.[24]

The peripheral areas are outside the municipal boundary or have subsequently been

included within the extended boundary, including Tomando, Patia and

Raghunathpur. Most of these areas were developed in a haphazard manner, without

proper planning

14
CHAPTER2

LITERATURE

REVIEW

15
 CHAPTER2

LITERATURE REVIEW

Current scenario

Bhubaneswar, formerly Dacca and Jahangir Nagar, is the capital of Odisha and the

principal city of Bhubaneswar District. Bhubaneswar is a mega city and one of the

major cities of South Asia. Located on the banks of the Buriganga River,

Bhubaneswar, along with its metropolitan area, has a population of over 12

million, making it the largest city in Odisha. Bhubaneswar is known as the City of

Mosques and renowned for producing the world's finest muslin. As a cosmopolitan

city, Bhubaneswar has been the center of Persio-Arabic and Western cultural

influences in eastern South Asian Subcontinent. Today it serves as one of the

prime centers for culture, education and business in the region.

Cycle rickshaws and auto rickshaws are the main mode of transport, with close to

400,000 rickshaws running each day – the largest number for any city in the world.

However, only about 85,000 rickshaws are licensed by the city government.

Relatively low-cost and non-polluting cycle rickshaws nevertheless cause traffic

congestion and have been banned from many parts of the city. Public buses are

operated by the state-run Odisha Road Transport Corporation (BRTC) and by

16
private companies and operators. Scooters, taxis and privately owned automobiles

are increasingly becoming popular with the city's growing middle class. The

government has overseen the replacement of two-stroke engine taxis with "Green

taxis" locally called CNG, which run on compressed natural gas.

Bhubaneswar has 1,868 kilometers of paved roads. It is connected by highways

and railway links to Chittagong, Khulna, Mymensingh, Rajshahi, Faridpur and

Sylhet. Highway links to the Indian cities of Kolkata and Agartala have been

established by the BRTC which also runs regular bus services to those cities from

Bhubaneswar. The Kamalapur Railway Station and the Airport (Biman Bandar)

Railway Station are the main railway stations providing trains on suburban and

national routes operated by the state-run Odisha Railway. The Sadarghat Port on

the banks of the Buriganga River serves the transportation of goods and passengers

upriver and to other ports in Odisha. The Zia International Airport is the largest

and busiest in the nation.

17
 CHAPTER3

RESEARCH

METHODOLOGY

AND OBJETIVE

18
 CHAPTER3

RESEARCH METHODOLOGY AND OBJETIVE

RESEARCH METHODOLOGY

3.1 RESEARCH DESIGN: -

• Visited the students across Bhubaneswar& gathered information required as per

the questionnaire. • The research design is probability research design and is

descriptive research.

The success of the analysis mostly depends on the methodology on which it is

carried out. The appropriate methodology will improve the validity of the findings.

 Area of the study:

The study was mainly concentrated on Bhubaneswar region.

19
 Research Design:

Descriptive Research: Descriptive research includes survey and fact-findings

enquire of different kinds. The major purpose of descriptive research is description

of the state affairs, as it exists at present.

 Data Collection:

The study is based on the data collected through primary and secondary sources.

 Primary Data:

An interview schedule was designed to collect primary data from various

broadband users.

 Secondary Data:

Secondary data was collected from journals, magazines, web sites and from other

relevant publications.

 Sampling Design:

The sampling design mainly consists of the sample taken for the study along with

the sample size, sample frame and sampling method.

 Sample Universe:

All People using broadband connection was taken as the sample universe.

 Sample Size:

20
From the universe, sample sizes of 200 People were selected for the purpose of the

study.

 Sample Frame:

The People were selected on a random basis from which the respondents were

selected based on convenience.

 Sampling Method:

Convenience sampling was used, based on the willingness and availability of the

respondents. The study was conducted on consumers with different type of

business.

Sample Size —200 respondents Sample Unit- Students of Graduation and the

Post Graduation have been taken as sample unit. Sampling Area – Bhubaneswar.

Sampling Technique - Random Sampling technique

21
3.2 DATA COLLECTION:

• Primary data has been used by me in the form of Questionnaire & Observation,

which are the two basic methods of collecting primary data, which suffices all

research objectives.

• Secondary data sources like catalogue of the company, product range book of

the company & various internet sites such as motorola.com & google.com have

been used.

The primary objectives of the study was,

 To Analyzing Traffic Problems in Bhubaneswar

The secondary objectives of the study was,

a) To find the awareness among the People for Traffic Rules

b) To analyze the social position of Bhubaneswar Traffic Problems

c) To analyze the helping status of the people.

d) To identify the People actual problem and Government policies.

e) To make suggestion, if any to improve existing condition.

22
 f) To know if there are relationships between Traffic Problems and Solution

3.3 NEED AND SCOPE OF THE STUDY

Today, for any organization or firm to survive in this competitive world depends

on its ability to be dynamic and be different from the competition to be unique in

the industry. Traffic Problems Satisfaction helps every organization to keep the

existing Traffic Problems and to build new Traffic Problems.

This research is aimed at profiling the standard Traffic Problems with an aim to

increase the network and improve company-Traffic Problems relations. The

information gathered through this research can be used by the company to improve

its services and became more People friendly. This can increase the goodwill of the

company and its overall performance.

Thus this study is aimed to provide the management with some knowledge about

its status in market both in terms of sales and Traffic Problems awareness. The

research also aims to provide some ideas to improve the company’s present

condition.

23
3.4 FORMULATION OF HYPOTHESIS

a) The more satisfied the People are with the speed of data transmission, the

higher is the Traffic Problems satisfaction.

b) The more satisfied the People are with after sales service, the higher is the

overall satisfaction.

c) The process of getting the problem solved will increases the Traffic

Problems loyalty and satisfaction

d) The higher is the overall satisfaction, the higher is the intention of additional

purchase. (up gradation or new purchase )

e) The higher is the overall satisfaction, the higher is the intention of

recommendation.

24
3.5 LIMITATIONS OF THE STUDY

a) The behavior of the Traffic Problems while approaching them to fill the

questionnaire was unpredictable.

b) The shortage of time was another constrain for the study.

c) There may be error due to bias of respondents.

d) Lack of Traffic Problems’s cooperation was a major constraint.

e) Majority of the Traffic Problems were too aggressive in nature.

f) The sample was restricted to 200 People, which may restrict the scope and

completion of study.

3.6 RELIABILITY

To ensure reliability of this research, the questionnaire was designed to measure

the concept in a consistency manner; it implies that the research study can be

25
conducted by anyone to arrive at the same findings. The reliability of research is

ensured through transparency.

In conducting this research study, accuracy and robustness of the research findings

were given top priority, as in accurate data would jeopardize the research work.

Certain steps were taken to assess and ensure the validity and the reliability of the

data collected. . The questionnaires were made in English language. While students

were answering the questionnaire, they were closely observed and a close

discussion was conducted to ensure that all questions were clearly understood and

were easy to answer. Students were asked to point out any difficulty that they

encounter while answering the questionnaire. The results of the pre-testing indicate

no flaws in the questionnaire.

According to Bryman and Bell (2011, P.41) reliability is concern with the question

of whether the result of a study are repeatable. He further notes that validity,

reliability, and replication of research are the most prominent criteria for

evaluation of research work. Reliability and validity are related in the sense that

validity presumes reliability. In line with the above definition, priority would be

given to both reliability and validity, given that one cannot exist without the other.

While Matthias Baumgarten define reliability to be consistency of measurement of

a concept, using an identical measurement, procedures and the replicable of the

findings Priorities were given to reliability of the material. The assessment of the

26
quality of the material were based on provenance, references, precision of the

writing, analysis and the research evidence as recommended by Fisher (2007,P.92).

The books or the literature used in this research were written by renounced authors

in the field of marketing. Peer reviewed journals and articles were among the

materials used in this research study, given that they are more reliable than non

peer

review articles as acknowledge by Fisher (2007, P.92) .He further notes that

thorough examination of the literature materials are essential prior to including it in

the research work. The article used in this report is mostly from Emerald which are

peer review. The prime purpose of using peer review article is to ensure that the

data uses are reliable

27
 CHAPTER4

DATA ANALYSIS

AND

RESULTS

28
 CHAPTER4

DATA ANALYSIS AND RESULTS

The transport mediums of Bhubaneswar city are:

1) Public Bus,

2) Rickshaw,

3) Taxi,

4) Private Car, and

5) Motor cycle.

29
we can see that the most used transport is Public bus, which is 41%. After public

bus, people use mostly rickshaw. It is very popular transportation in Bhubaneswar

City, which is used 38% by people. People use taxi cab or small three wheel taxis

also but not that much (11%). And only 8% of people use private cars. There are

also few bicycle travelers in Bhubaneswar city.

In Bhubaneswar City Corporation there are around 7 million people and in

Bhubaneswar metropolitan there are more than 12 million people. In this mega

city, people on an average spend 2.35 hours in the traffic of which 1.30 hours are

due to traffic jam. It means they are losing 1.30 hours every day due to traffic jam.

They are losing 1.30 hour of resource every day. It means it takes more than

double transportation time.

30
 Body

Causes of traffic jam

(a) City lay-out (master plan) and over-population: The causes of traffic

congestion in Bhubaneswar city are multifarious. Starting from the city itself, it is

observed that the skeleton, structure and lay-out of Bhubaneswar City are not well-

planned and well-directed. Bhubaneswar is also a highly populated city. More than

one crore people live here and the figure is increasing day by day. This huge

population acts as an auto-catalyst of traffic congestion in Bhubaneswar City.

(b) Inadequate and unplanned roads: Bhubaneswar City has very inadequate road

networks. For a standard city, where the minimum road requirement is 25%,

Bhubaneswar has only 7.5% road of its total area. 30% of this 7.5% road is also

occupied by the hawkers, salesman and shopkeepers. A significant portion is

occupied by construction materials and waste-containers of the City Corporation.

As a result, vehicles do not get sufficient space to move on.

31
Besides this, in most cases roads are serpentine rather than being straight. This

ultimately breeds a number of unnecessary junctions where vehicles automatically

slow down. Again, these roads are also not well constructed and regularly repaired.

City Corporation, DESA, WASA, BTTB excavate the roads randomly without any

integrated and central plan. Lack of proper maintenance causes the vehicle to stop

without any prior notice. During the rainy season the situation becomes more

critical while the roads go under water due to heavy rain.

(c) Heterogeneous vehicles and inadequate public transport: Bhubaneswar is a

city of heterogeneous vehicles. Human puller to latest model automobile,

mechanical to non-mechanical, slow to fast-moving, nothing left on the road of

Bhubaneswar. It is quite difficult to control all these vehicles on the same road as

they have different speed capacity. Besides this, public transport system in

Bhubaneswar city is not adequate and properly-routed. Instead of big and spacious

buses, presence of large number of mini-buses and private vehicles can only

contribute to carry few passengers, but not to reduction of traffic congestion.

(d) Rail crossing: Every day we are experiencing movement of 74 trains to and

from Bhubaneswar. On an average, it takes five minutes to get the clearance for

32
each crossing. Thus in one crossing, every day the vehicles stop for six hours that

is really difficult to offset.

(e) Insufficient parking arrangement and road blockage: Limited parking

arrangement is another major cause of excessive traffic in Bhubaneswar City. It

has become a regular practice to park the car on road. Even during rush hours,

people are seen loading and unloading their vehicles on a busy road. City

transports also stop here and there without any valid reason. The three major bus

stations, Sayedabad, Gabtoli and Mohakhali do not have sufficient capacity to

accommodate all the buses operating from here. A recent addition to road blockage

is the long queue of vehicles at CNG stations, which is really difficult to overcome.

Challenges we face

(a) People are not law abiding: At this stage, I am going to mention a few

problems that we always face to address the traffic issues. Most important problem

that we realize ‘people are not law abiding, they do not want to follow traffic

rules’. Pedestrians show less interest to use footpath, foot-over-bridge or under-

33
pass. Similarly, drivers neither try to maintain the speed nor follow the lane. In

most cases, as the punishment is nominal, they tend to breach the rules again and

again.

(b) Inadequate logistics: Our traffic management system is not automated and

well-equipped. All the junctions are not facilitated with signal lights. Where there

are lights, most often those remain out of order. Moreover, uneven flow of vehicles

from different directions reduces the effectively of traffic signals. Besides, we do

not have sufficient vehicles to chase a car or bus committed an accident.

(b) Shortage of Manpower: We do not have sufficient and well-trained human

resources. Four thousand officers work in two shifts- morning and afternoon. Due

to administrative and other involvement, only fifteen hundred officers can be

engaged in one shift to control the movement of millions of people and vehicles in

Bhubaneswar City. This figure is quite insufficient to manage the existing traffic

scenario.

34
Solutions of Traffic Jam in Bhubaneswar City:

The solution of traffic jam in Bhubaneswar City is not easy. We will discuss

solutions from three points of view.

a. General people’s point of view,

b. Vehicle operators point of view &

c. Expert’s point of view.

Solution Provided by General People:

The main solutions provided by general people are –

1) Awareness building,

2) Flyovers,

3) Public transportation,

4) Strict traffic law implementation,

5) Office/School time scheduling,

35
6) Subway &

7) Removing rickshaw.

So, most of the people think that traffic jams can be reduced by creating proper

awareness. Other than that more flyovers, more public transportation, strict law

enforcement can reduce traffic jam.

Figure 1: Solution provided by general people for traffic jams.

1. Awareness Building

To reduce traffic congestion in Bhubaneswar City, the most vital prerequisite is the

development of public awareness. Unless and until people change their perception

and develop a mind to abide traffic rules, whatever strategy Government takes, that

will not work properly. Law-abiding consciousness, good-intention and sincere co-

operation can remarkably reduce traffic jam in Bhubaneswar city.

2. Flyovers
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Many people 16% think that flyovers can be a possible solution to the current

traffic condition of Bhubaneswar city. If flyovers can be construction in the main

roads then the vehicles can move on the roads as well as on the flyovers at the

same time. That will surely reduce the load on the busy roads.

3. Public Transportation

More people, 12%, will be willing to travel through public transports rather than

private cars if proper public transportation service can be offered. People think that

public transport, like bus, can carry many passengers at the same time which will

reduce the cost and time expense for them.

4. Strict Traffic law Implementation

23% people think that traffic jam in Bhubaneswar City can be reduced by

implementing traffic law strictly. If all types of vehicle drivers follow the traffic

rules properly then it can surely decrease the load on the road and improve the

current scenario.

5. Office/School Time Scheduling

Many people 16% think that flyovers can be a possible solution to the current

37
traffic condition of Bhubaneswar city. If flyovers can be construction in the main

roads then the vehicles can move on the roads as well as on the flyovers at the

same time. That will surely reduce the load on the busy roads. Government has

successfully implement different timing schedule for schools of Dhanmondi area

and that can be applied to all other areas as well. 12% people think that it will

reduce the office and school time traffic load on the roads.

6. Subway

Subway can be a possible solution for a busy city like Bhubaneswar which do not

has the ability to provide wider road for the vehicles. Subway can provide

underground access for the vehicles all over the city and reduce traffic jam.

7. Removing Rickshaw

Bhubaneswar city has eighty-five thousand legal rickshaws whereas it has more

than six lakh rickshaws. It is learnt that more one lakh is going to join them before

the Eid. Still it becomes awfully difficult to get a rickshaw during office going and

coming time. Rickshaw pullers don't want to go to the passengers' expected places.

They just wait in particular places to move to some particulars areas causing traffic

jam as well as tremendous problems to the passengers. 18% people think that

rickshaw should be removed, at least from the main roads, to improve the current

38
traffic condition. They also think some more steps can be taken to reduce traffic

jams. Like –

1) Sky train,

2) Restriction/ more tax on private vehicle,

3) Mandatory school bus, and

4) Modern equipped signaling system.

Solution Provided by Vehicle Operators

The main solutions provided vehicle operators are –

1) Strict traffic law implementation,

2) Flyovers,

3) Dedicated road for vehicles & Decentralization.

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 Figure 2 : Solutions provided by vehicle operators.

1. Strict traffic Law Implementation

41% vehicle operators think that traffic jam in Bhubaneswar City can be reduced

by implementing traffic laws strictly. If all types of vehicle drivers follow the

traffic rules properly then it can surely decrease the load on the road and improve

the current scenario.

2. Flyovers

Many drivers 25%, think that flyovers can be a possible solution to the current

traffic condition of Bhubaneswar city. If flyovers can be construction in the main

roads then the vehicles can move on the roads as well as on the flyovers at the

same time. That will surely reduce the load on the busy roads.

3. Dedicated Road for Vehicles

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Bhubaneswar is a city of heterogeneous vehicles. Human puller to latest model

automobile, mechanical to non-mechanical, slow to fast-moving, nothing left on

the road of Bhubaneswar. It is quite difficult to control all these vehicles on the

same road as they have different speed capacity. There should be dedicated roads

for difference types of vehicles.

4. Decentralization

According to the drivers, people are normally moving from their home to the

offices, schools, industries and markets. Bhubaneswar city cannot provide

adequate road facility for all this activities. 16% drivers think that Bhubaneswar

should be decentralized and major offices, industries like Tanneries, Cantonment

etc. should be moved away from this busy city to reduce load on the roads.

Solution Provided by Experts:

Experts mainly suggest solution in term basis. There should be dedicated roads for

difference types of vehicles. They think it should be –

a. Short term basis (less than 5 years),

b. Midterm basis (5 to 10 years) and

41
c. Long term basis (more than 10 years).

1. Short Term Solutions

The main short term solutions are stated below -

i. Increasing pedestrian facilities,

ii. NMT (Non-Motorized Transport) free road,

iii. Maximum use of road width,

iv. Banning unauthorized parking,

v. Controlling road side activities,

vi. Modern signaling system,

vii. Speed wise dedicated road for vehicles,

viii. Car free days,

ix. High Parking charge,

x. Discourage private cars,

xi. Effective use of underpass and over bridge,

xii. School bus,

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xiii. Time rescheduling,

xiv. TIA (Traffic Impact Assessment) before plan pass of any construction,

xv. Increase the number of public vehicle, and

xvi. Training of traffic polices.

2. Mid Term Solutions

Mid-term solutions according to experts are given below -

i. BRT (Bus Rapid Transit),

ii. Elevated express highway,

iii. Only one authority to control traffic of Bhubaneswar City,

iv. Construction of roads through East-West,

v. Adequate parking facilities,

vi. Circular embankment-cum-road along periphery of Bhubaneswar City,

vii. Connecting the missing links of important roads, and

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viii. Improving the efficiency of railways and river ferries.

3. Long Term Solution

Long term solutions that experts suggest are –

1) Environment sustainable transport,

2) MRT (Mass Rapid Transit) &

3) Grade separated road network.

1. Environment Sustainable Transport

Experts suggest implementing environment sustainable transport to provide

transportation facilities to people as well as not to harm the environment. It is

essential to minimize the negative impact of transport sector on environment and

create increased transport-related environmental awareness in society. While thee

transport sector has played a vital role in supporting the economic and social

development of Bhubaneswar, it has also brought with it environmental concerns

and consequences that need to be addressed. The success achieved in Bhubaneswar

with the replacement of highly polluting two-stroke engine version of the three

44
wheeled auto-rickshaws with CNG versions. The current heavy reliance on

walking and rickshaw as a means of transport in Bhubaneswar is environmentally

beneficial and should not be discouraged.

2. MRT (Mass Rapid Transit)

To place all the reliance on one system (namely the BRT system) only which has a

limited capacity could place the city at risk. Hence a blend of BRT and Metro is

preferred to a single system based on BRT alone. As system capacities are

exceeded, the ultimate system will need to include a METRO system. The first

priority is to maximize the existing resources by a strong traffic management

system. This should be complemented by an appropriate MRT system. It is also

recognized that in the longer term, BRT will not be the ultimate solution for

Bhubaneswar city which will exceed 36 million populations.

3. Grade Separated Road Network

Bhubaneswar city does not have the capacity to provide enough road facilities for

the huge number of people residing in the city. There can be alternative ways

offered by the Government for the people to move through the city. Grade

separated road network can be established for this purpose. Current road condition

can be improved along with creating fly overs, elevated highways above the roads
45
and subways, METRO under the roads. These 3 types of road facilities can be

implemented to solve the current traffic jam problem by providing more transport

passages.

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 CHAPTER5

CONCLUSION

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 CHAPTER5

Conclusion

Bhubaneswar City is the capital of Odisha which is a least developed country. It is

very important for this City to take vital role in the economy of Odisha. But now

due to traffic jam, this City is causing the major loss in the economy of Odisha. By

reducing traffic jam, this city can play a very important role for the country and at

the same it can also bring relief and peace for the citizens by ensuring healthy

environment free from noise and pollution. To ensure a healthy generation, traffic

jam must be reduced. There are lots of solutions. Some are short term and some are

long term basis. We need to work on the basis of long term plan and at the same

time take care of short term solution to remove current discomforts or problems. It

needs a balance so that to fulfill too much short term solution we do not ruin the

long term plan. Our focus should be the solution of traffic jam, strong economy

and healthy environment.

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BIBLIOGRAPHY

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 Bibliography

1. http://en.wikipedia.org/wiki/Traffic_congestion

2. www.ccsenet.org/jms Journal of Management and Sustainability Vol. 2, No.

2; 2012132

3. http://emonhossain.hubpages.com/hub/Traffic-Jam-in-Bhubaneswar-City

4. Khan, M. A. (2007). When shall we get rid of Bhubaneswar city traffic jam?

Bitter Truth. The Daily Star, Odisha.

5. Laskar, R. (2007). Rickshaw pullers get licences. The Daily Star. Retrieved

from http://www.thedailystar.net/2007/03/04/d703042503132.htm.

(November 12, 2011)

6. Statistical Pocket Book. (2008). Odisha Bureau of Statistics.

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