1

CHAPTER
|M mm
I

Development of _Transport and Significant

Characteristics of Traffic in Kolhapur.

Contents Page No.

( I )

Development of Transport in Kolhapur in - 3

Pre-Automobile Era.

Development of Transport and Changing - 8

Pattern of Economy in Post-Automobile Era.

Economic Activities and Development of - 12

Transport in the City.

i) Observed (1971) and Projected (1991) 13

Population of Kolhapur and Urbanisable
areas around Kolhapur.
ii) Observed (1971) and ‘Projected (1991) pm 16
Labour Force or Working Population.
iii) Development of Industries in and - 18
around Kolhapur.
iv) Development of Wholesale Trade. 20
v) Development of Retail Trade. - 22
vi) Residential Development. pm
25
vii) Development of Administrative areas - 26
in the City.
viii) Development of the Educational 27
Activities.
ix ) Land Use Pattern in Kolhapur (1973). - 28

J
 2

Contents Page Mo.

( II )

Traffic Structure in Kolhapur and 29

Urbanisable Complex of Kolhapur.

An Evaluation of the Significant Traffic 35

Characteristic of Kolhapur Complex in the
light of Quantitative data.

i) Volume of Traffic on Major Roads 35

connecting Kolhapur with the areas
of Crucial Importance*
ii) Volume of Traffic on Major Roads in 38
Kolhapur.
iii) By Passable Traffic in Kolhapur. 39
iv) A Traffic Composition of Vehicles on 40
the Major Roads Connecting Kolhapur
with the areas outside the Urbani-
sable limits.
iv) B Traffic Composition of Vehicles on 41
the Major roads within the city of
Kolhapur.
v) Effected Capacity of Passengers and 43
s
Goods Transport Vehicles on the
Roads connecting Kolhapur with
other areas (1971).
a) Passenger Vehicles 43
b) Goods Carriages 44
vi) Magnitude of Traffic Flow an theN 45
Major Roads Connecting Kolhapur io
other Areas at different hours.
vii) Origin and Destination of the 46
Transport Vehicles s A Numerical
Measurement for the City of
Kolhapur (1971).
viii) Intensity of the Traffic between 49
Kolhapur and Areas in the Region
and Outside the Region in 1991
(Forecasted).
V -
 3

Develogment of Transport in Kolhapur in Pre-Autombile Era

Any transportation network is a reflection of the *

contemporary spatial organization of economy, social condition

and political set-up. It also carries a bold impression of

the past; it evolves gradually through the human history

experiencing many stages primary, diffusion, condensation and

saturation^" and does not come into being all of a sudden. The

basic process of economy- circulation- transport interactions-

projects itself into future in a chain reaction. That is why,

2
a trail of one period may become super-highway in another.

The persistence of early Mughal roads in the form of best

highways of India bear a testimony to the fact. Kolhapur,

being a seat of spiritual power-Godess Ambai- and of Maratha

Raj has been the playground of various socio-political forces

since the very beginning. Her basic transport structure has

accordingly received many twistings and turnings in the course

of history. Following the conventional division of Indian

history, the evolution in transport o- the city will also be

related to ancient, medieval and modern period.

1. Seven Godlund, "Bus service in Sweeden” Land Studies in

Geography, Series 13- Human Geography, 1956, Pp 1-27.

2. Mayer A.H. - ‘Circulation and Settlement pattern of Gulment

Region of N.W. Indiana and N.E. illionois" Annuals of the
Association of American Geographers,Vol-XLIV,1954,P.325.
 4

From the various historical accounts it can be concluded

that Kolhapur was probably one of the oldest religious places

and trade centres in the Western India.^ . The introduction of

vehicular conveyances and later on animal harnessed convey­

ances resulted in gradual expansion of the city. However the

development of means of transport and roads were far from

satisfactory even upto the middle of 19th century. The state

of the city in 1026 can be visualised from the available

evidences. Colonel James Walsh described that roads in the

city were extremely narrow, winding end notorious for its

2
filth, which was allowed to be accumulated in every corner.

The appalling state of the roads in Kolhapur in the middle of

3
the 19th century is also seen from other contemporary accounts.

Even in those days around 1030 H.H. Shahaji (1021-37), the

then king of Kolhapur State, had realised the poor condition

of internal road system and he by his order placed an obliga­

tion on citizens to maintain roads in proper condition. His

order was mainly responsible for bringing out reform relating

to road system. This order was very small, consisting of only

1. H.D.Sankalia and M.G. Dixit, Excavation at Brahampuri

(Kolhapur) 1945-46, p.7.

2. J.P.Naik - Kolhapur Nagarpalikecha Itihas (History of^

Kolhapur Municipal Borough) 1054 to 1944, (1944) P.0.

3. Administrative Repcrt of the Kolhapur State,

1072-»73, 1873-*74.

• » *
 s

Ten paragraphs^- though short, it contained all the leading

2
principles of municipal legislation and administration.

However the efforts of the king H.H.Shahaji were in vain, as

the people had envinced no special interest in the task of

road improvement and in convenient mobility of the traffic.

This fact can be proved from the report of major Graham, then

political superintendent (1844). He described the state of

Kolhapur in the words "within the fort wall, no regularity was

preserved in the formation of the streets a confused mass of

very ill favoured buildings, forming confused narrow lanes,

3
not even sufficient broad for passage of single cart'*.

4 .
Daji Pandit in 1845 an administrator of the city had

introduced soma measures for improving the bad condition of

roads. He, in consultation with the then political superin­

tendent issued orders in 1849 and 1851. In accordance with

these statutes, the infringement of the road laws was deemed

. 5
as a serxous crime . /
/_
1. J.P.Naik, Op.cit., Pp. 4 to 7.
2. Kolhaptir Municipal Record Office - Extract from the
speech of B.V.Jadhav (1906) Superintendent of Kolhapur
Municipal Borough.
3. Kolhapur Municipal Borough, Centenary Ceremony Volume,
(1854-1954), P.5.
4. Daji Krishna Pandit was appointed as a minister with
full power as the king (Shivaji IV) was a minor.
5. Kolhapur Municipal Record Office, letter written by
Daji Pandit to political superintendent. The letter
is in Motji script.
 6

With the establishment of the full fledged British

superintendence"*- the town entered into new phase of the

development. Since then many attempts of the development

of the city was made. British presidency was established on

'Poona-Bangalore route at strategic point. It, very soon,

2
became new political nucleus around which residential places

of Maratha Jahagirdars and others were bgilt.

Despite the emergence of new political nucleus in the

form of British Presidency, centrifugal growth of the city from

. original core might be attributable to the following factors:

(i) British Army provided safety to people from the

invaders and robbers even outside the city walls.

(ii) After 1870 - there was growing use of horse-

harnessed vehicles. This had facilitated
convenient mobility of people and goods
within and outside the city.

i (ii'i) The new technique of construction of roads was

introduced by the British.- This facilitated the
movement of wheeled-traffi$ even in the rainy
season.

1., The mal-administration in the State provided an opportu­

nity to British to march a foroe on Kolhapur in the year
1826. British Garrison was stationed at Kolhapur perma­
nently onwards by the treaty. However since 1845 after
appointment of first British Political Agent, the direct
administrative control of the British Govt, started over
Kolhapur.
2. The New Palace of Maharaja wa| built near presidency in
. ' 1877-84. At this palace several chiefs and lords built
their bungalows.

• • *
 T

(iv) British Govt, inaugurated tne municipal borough

and entrusted it the task of mai’nt etrance of
roads, bridges etc.1

Soon after the establishment of municipal office, some

concrete measures were taken to improve road and sanitary

conditions within Kot area (1354). Construction cost of road

or cost of such other improvements was began to be defrayed

out of the public tax . At the end of 1876, as reported by

Dr.Hewlett^ the total length of the roads within the city* was

25 miles. Most of these roads had surface covered with tiles

and found useful in rainy season. These roads were useful

for bullock cart and other animal-driven vehicles. As regards

the lighting arrangements Dr. Hewlett reported that there were

150 lanterns in the city and these were found to be very

5
useful.

The receipts and expenditure statement of the municipal

Borough of the year 1872-73 provides information about then

pattern of expenditure. Out of the aggregate outlay, as it

_ _ _ V. . . . . . . . . . . . . . . . . . . . . . . .
\ 1. Kolhapur Municipal Record Office, letter dt.3-11-1854,
letter addressed to the municipal office by the
Political Agent.
2. Administrative Report of the Kolhapur State for 1972-73,
73—74, p.48• •
3. Dr.Hewlett in his inspection report (1876) of the city
noted that the total collection'of tax of the municipal
borough was to the extent of Bs. . 33,000/-.
4. Dr.Hewlett, Sanitary Commissioner of the Bombay
Province (1876).
5. Dr. Hewlett, ihad''.
6* Administrative Report of the Kolhapur State (1872-74)
P.113.; • • •' -
» • •
 B

seems from the above 'statement, as large Ss Rs.8,756/- or

55 % were spent on road construction and maiffitefiaftoe#

(Jpto the end of 1887 the major transport conveyances in

Kolhapur were horse-drawn or bullock drawn vehicles. As the

speed of these vehicles has a limit, there was no possibilities

of diffusion in settlement pattern of the city from the city

core. However, at the end of 19th century i.e. in 1888 the

introduction of railway**" and subsequently i.e. 1910 automobile

transport caused bewieldering changes in the expansion of the

city.

The introduction of rail and mechanised road transport

had changed the urban structure considerably. It gave new

shapB to the economy of the Kolhapur city. Mew residential

locations were emerged and the boundaries of the cities were

extended. (See Maps Nos.1,2,3 and 4)

Development of Transport and^changing^pattern of^Econom^ in

Post-Automobile Era s

Although the transport is essential to that standard of

individual consumption which are regarded as hall mark of

civilization, and the command of rapid comfortable level, is

1. Dr.V.B.Ghuge, Chh.Shahu's Socialist Economic Policies,

1894-1922, P. 85 (JunB 1975).

• • «
 pans)'1'

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t^xu'f^cK Gasfin

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•in tki Vot- of' Military Remiruseewces (
By Coloxrl. Janwj Vfellk V
a. >* <jt £ oL. t‘ r>*- /■ e **jC*a. ■ 18i0
(of tK« Madras Estafali»hm«.ivt)

(S>5>uuii> i/" Holta^-cC Ututt C*i 4

Fig. No. 3.3 %4«rts> /Haj*w C« «i*£
QUA*ft< -M1. C//<C€
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. 2

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( S£At? r* 4 Hll.£S > Hay 31, 1&ST2,
aMSEEgatfecaa
F IG. 4

Sc ale 0 .8 " 6 furlongs

 9

itself regarded as'an indispensable past of culture, yet the

dsmarid for transport is not fundamental in human nature. It

cannot be compared with the bare necessities of human being

such as food, shelter, and clothing. In olden days, when the

*

' city of Kolhapur was in its infant stage of growth or was almost

a village and when it was self-sufficient in respect of nece­

ssities which wero usually drawn from closa hinterlands, the

need for transport was not severely felt. However in the

coussb of economic growth of the city when standard of living

of the community began to ‘take different shapes alongwith

diffused settlement pattern, the use of transport conveyances

began to occupy significant placB in the urban economy. The

expansion of economic activities was followed by higher

standard of living. The higher level of economic, transactions

and increased use of transport revealed to be complimentary

to aach other. ^

The introduction of motor transport augmented rapid grow#!

of the urban aconomy. Transport, particularly, motor and rail

transport, became the life blood of the city in which population

was growing rapidly along with thB process of urbanization.

The motor vehicles began to be used fo< the following purposes s

i) Transport of raw material,

merchandise and food.
ii) Conveyance, of passengers in bijlk
( buses, coaches etc.)
iii) Conveyance of persons for privtte use
( cars, motor cycles etc.)

• » •
 ID

The above transport inventions have come into existence

with almost bewildering speed as compared with that of earlier

times. It took men thousands of years to le,arn how to harness

horse properly. When this discovery had made, it took hundreds

of years or more for men' to develop a system of good roads and

coaches in order to make the best use of correct horse-harness.

But the last Great Transportation inventions, the railway,

motor car and aeroplane, all took place in less than 100 years."1'

Even since the advent of motor car it has been recognized that

the city is not complete as a unit unless the people living on

its outskirts are considered an integral part of the urban unit.

The new modes* of transport have changed the size of village,

city or even nation. The advent of transport shaped some

villages into towns, some towns expanded to metropolis and some

metropolis into megapolis. There might be several reasons

responsible for changing the size of the cities. However of all

such reasons, the reduction in travelling time seems to be major

cause which governs the size of a city. The time a man takes to

cover a certain distance from his home to his work and to the

central shopping area is obviously a vital factor in determining

the basic size of city. Doxiadis (in man’s movement city,

Ekistics,Feb.1969) states that in the earlier towns where man

1 Norman E lee, Transport and transport through the ages,

Cambridge, P.179 (1970)
 11

walked at a rate of 5 km in an hour, he could travel about

830 meters in 10 minutes. Taking 10 minutes as the time a

man might consider as being too long to travel to his work,

an early town might be roughly 830 meters in radius. A change

of transport to one that involved the use of horse drawn

vehicles (travelling at 25 km.per hour) would allow an exten­

sion of the town in size of 4J.40 meters in radius. A change

to railway system would under the same condition, results in

passible growth of the town along the axisal rail routes to

about 20,000 meters if the train moves at 120 kms per hour.

The later development of the car will not increase the possible

size of the city as at an average speed of 60 kms per hours,

the city could only grow to a radius of 10,000 meters. It

shows that mechanised transport has made technically feasible

for people to live in dispersed residential locations. -

i

As the means of mechanised transport increase the utility

of open spaces near cities also increases. Automobiles and

suburban living space appear to be complementary goods in the

sense that consumption of one increases with increase of

consumption of others and consumption of both goes up when per

capita income increases. However this can only be attainable

if cheap, fast and convenient conveyances are at the disposal

of a large number of people. India, unlike European countries,

has meager mechanised conveyances and hence in the most cities,

centripetal forces of growth are observed to be effective

 12

whereas European, countries witnessed centrifugal forces of

growth on account of cheap and convenient transport and hence

they have sparaely populated suburbans sprawls around metropolis.

For example a typical American suburb has a density of only four

to five families per acre.^ In India, as contrast to America,

private use of mechanised transport is limited by the cost.

This sets limit to suburb living. However the inception of mass

scale transportation methods of both goods and men, on the basis

of public *WB,lf are policy has put decisive incidence on the

growth p,atterh of •{She city. Development of transport and

technology have two types of effects on the cities.

i) Firstly,these developments have made various

areas in the city increasingly homogeneous
for most manufacturing, retailing, wholesaling,
residential and other uses and secondiy,
ii) because of such homogenity the attractiveness
of the outer wing of the city as opposed to
core has increased.

Economic Activities and Develogment^of^Transgort_in^the_£ity

The Evolution of transport cannot be measured in isolation.

It has a close relation with the economy of the city. Such

evolujtion Is often concealed in the size of population, industry,

trade and commerce and in many social as well as political

instincts. An evaluation of some of these components which

1 The American Review, Winter, 1975, Vol.l9,No.2, P.27.

I
 13

have clo-se association with the development of transport may

help to visualise the growth of the transport. The subsequent

l

discussion relates to the assessment of the significant

economic sectors of Kolhapur. Prior to era of mechanised

transport, as said already, the growth of the city was not

spectacular but after the inception of the mechanised transport

there has been considerable mobility experienced to men and

resources.

i) Observed J1971) and Projected (1991) Population of

Kolhapur and Urban is able areas around Kolhapur

Major Graham, the political superintendent of Kolhapur

in 1852 had estimated the population of the city to the extent

of 43,387.^" After 1852 the population of the city had been

gradually increased and it reached to 2,59,050 in 1971 as

2
against 41,033 in 1872. The rise of population during the

last 100 years (i.e. 1872 to 1971) was 2,18,017 being 531'%

over the base year 1872. The annual growth rate of population

is worked out to be 5.31. The maximum rise in the population

of the city was being recorded during the post-war and post-

independence period when improved modes of transport began to

give mobility to the factors of production and to bring larger

areas under the urban control.

1. Kolhapur Municipa,! Repord Office, Major Graham Report.

\

2. P.T.Malshe, Kolhapur, a study in urban Geography,

University of Poona,’ P.66, (1|74).

• • •
 14

f.

Table No. 1
* kHM M*««l V* *» •» -H« «»

Growth of Population in Kolhapur 1872 to 1'ftYl

I

Decinial % Net Annual growth

Year Population
Variation increased{+) rate in
or decreased («*) decade".

1872 41P33 - - - tm

1801 3 5910 - 1123 - 2.73 - 0.03

1891 47,372 + 346 2 + 18.70 + 1.9
1901 54373 + 7001 + 14.78 + 1.5,
1911 48122 - 6251 - 11.49 - 1,£
1921 55594 + 7472 + 15.52 + 1.6
1931 73492 + 16,898 + 30.40 + 3.0
1941 95918 + 23426 + 32.31 + 3.2
1951 138835 + 40,917 + 42.66 + 4.3
1961 187442 + 50£07 + 36.98 + 3-7
1971 355050 + 71£08 + 38.20 + 3.8
* «Mr «« «*> ** •*

The demand for the transport in the city may not

be influenced by the necessities of the people living within

the city but it is also influenced by the population in villages

1
situated around the city. The KIRPB has located such villages

which have closer economic and social relations with Kolhapur.

These villages are called as ’urbanisable complex’. In the

near future this ’urbanisable complex’ is expected to be

evolved as particle of the city of Kolhapur. The areas

1. KIRPB ; Kolhapur-*Ichalkaranji Regional Planning Board.

• * *
 15

(191.46 sq.kms.) of the urbanisable complex and the 'city of

Kolhapur' are together named as Kolhapur complex.

Table No. 2
Itf »-• ■» * v- »«# *«

Population jof Kolhapur Complex'^

Area in Observed Projected population

Particulars sq.kms. Population for year
1971. 1971. 19 Bi 1991

Kolhapur 64.,2 3 2.59 3.56 ' 4.91

city.
Urbanisable 127.23 .49 .69 .95
Complex

Grand Total 191.46 3.08 4.25 5.86

The total population of the Kolhapur complex was 3.afi

lakhs in 1971 of which 2.59 were of Kolhapur proper and 0.49

of the urbanisable complex. The population of the Kolhapur

complex is estimated to be expanded upto 5.86 lakhs in 1991.

Of this aggregate estimated population, the city population

1. Kolhapur complex comprising of Kolhapur city and

Gandhinagar + 13 villages around Kolhapur. The popula­
tion of this complex is projected by applying the
average annual geometric rate of growth envisaged
during 1961 to 1971.
2. Kolhapur-Ichalkaranji Regional Planning Board, Regional
Plan for Kolhapur Ichalkaranji Region (Draft) Vol.I
1971-1991 (1974) Pp.31-35.

¥
 16

would alone constitute the portion of 4.91 lakhs whereas the

population of urbanisablc complex would expand to the margin

of .95
«
lakhsi As the population would increase in future,

there would be increasing scale of demand for transport in

the Kolhapur complex.

One significant fact is noticed in settlement pattern

of the population of the Kolhapur city that the population

density is not evenly distributed over different- areas' of the

city. High densities of population is found around the heart

of Kolhapur and low densities is at the periphery. In other

words* M the urban papulation densities decline in a negative

exponential manner with increasing distance from the city

centre^”. The major reason for such settlement pattern is the

lack of means of transport and higher cost of carrying men and

materials. If Kolhapur has to achieve the even distribution

of the population over wide areas, it has to provide the adequate

facilities of transport at reasonable rates.

ii) Observed (1971) and Projected (1991) Labour Force

or Working Population

Ths total working force of the complex as- it reveals

from table No.3 was .83 lakhs in 1971 which is estimated to be

1 Malashe P.T., Op.cit. P. B4

t
l
 17

increased upto 1.57 lakhs in 1991* Maximum number of

•40 lakhs workers (48$) in 1971 was observed to be engaged

in the trade-commerce, transport storage and in such other

activities* The number of workers under these activities

i*e* tertiary sector is estimated to be raised upto *77 lakhs

in 1991.

Taole No. 3
M HiiAmiMMW Wh*

Working Population of Kolhapur Complex'*'

Types of working Observed s Work- Estimated: Wor

population. ing population ing population
in 1971. for 1991.

1) Primary Sector 0.17 0.32

-
2) Secondary Sector -

i) Mafg.processing etc. 0.04 0.07

ii) Other than household 0.18 0.34
industry.
iii) Construction. 0.04 0.07
m *+ •*

Sub Total (i+ii+iii) 0.26 0.48

3) Tertiary Sector. 0.40 0.77

Grand Total = (1+2+3j 0.83 1.57

As large as .26 lakhs or 32 $ of the workers were

* a

involved in secondary seccor i.e. manufacturing etc. The same

1* Regional Plan for Kolhapur-Ichalkaranji Region (Draft)

Op.cit., P.47.

* • *
 V

18

number of workers would increase dpto ,48 lakhs in 1991.

In comparison with the number of workers in secondary and

* tertiary sector, the workers in primary sector were observed

• to be smaller number of .17 lakhs or 20 $ of the total work­

ing force. The same would increase upto -.32 lakhs in 1991.
>

iii) Development of Industries inand around Kolhapur.

Upto the end of 19th century, Kolhapur was industrially

underdeveloped. Most of the working population was engaged

in primary sector and few industries that were not very

important or thriving were existed.

1 The incidence of

population was not so severe as to try for living with means

2
other than peasantry.

In the war period (1914-45) the foreign impart channels

were disrupted. The need for industrial production was

severely felt. Kolhapur, being developing urban centre with

rail and road facilities, was chosen as a suitable site for

industrial activities. However due to lack of mechanised

transport conveyances, the manufacturers had no choice but

to start their plants nearthfclr residences which were in the

heart of the city. Late Maharaja Shri Shahu Chh-. of Kolhapur

T. Report of the industrial survey of Kolhapur, published

under Authority at Education Society Press, Byculla,
Bombay, 1895, P.7.
i

2. Kolfiapur Municipal annual report, 1895, P.U.

 19

had recognized the need of the hour and in 1906 started a

cotton textile mill. However this mill began to work in

full swing in 1928.

Soon after 1947, the municipal authorities have provided

certain basic infra-structure for the development of'industries.

A master plan for Kolhapur was prepared, wherein an area was

earmarked for opening small scale industries. This area today

is known as ’Shivaji Udyam Nagar* which generates large

magnitude of daily traffic.

Kolhapur district has an extensive lift irrigation

facilities and vast axjeas of land suitable for sugarcane

cultivation. Sugar mill and Gur factories are, therefore,

obvious outcome in and around Kolhapur. Kttlhapyr also proved

to be increasingly attractive location for industry, especially

for an engineering industry, because of its rapid access - both

by rail and roads to regional markets. The Maharashtra Govt,

has taken several measures to encourage and assist thB develop­

ment of industry through the MIDC. The MIDC has opened new

industrial estates in the villages‘Shiye, Nangaon, Shiroli,

Top etc. which are situated near Kolhapur.

It seems from the report of the KIRPB that aggregate

number of factories in 1970 was 154 employing 11,147 workers.

Out of these total workers as large as 4,886 or 44 % workers

were working in engineering industries alone, 3,000 or 27 %

• • •
 20

in sugar factory and 1100 or 10$ in textile mill and rest

1. e. 19% in industries other than the above.

The total number of small scale industries in the city

2
in 1969 was 2545 employing more than 6f)00 workers. On account

of increasing scale of the industrial activities the demand

for transport after independence has also been increased

gradually.

iv}. Development of Wholesale Trade in Kolhapur

Kolhapur is famous for wholesale trade of Our and gruund~

3
nuts. The gur trade in the city has its legacy in- past'..

Despite the existence of the transport route centrality

Kolhapur could not attract the gur and groundnuts production

in absence of organized market. In view of this, Shri CThh.-

Shahu Maharaj managed to open meter-gauge railroad which has

connected Kolhapur to important cities in India. - In" proximity

of this railroad 'Shahupuri Market' has come into being.- Until'

middle of 20th century the goods arriving by rail and roads'

used to be assembled in the *5hahupuri Market' and organised

for re~distribution. However after I960, on account of the

1.. Survey Report - Industries, Kolhapur-Sangli-Miraj

Regional Planning Board, Kolhapur Pp 3 and 4.
2. Survey Report - Industries, Op.cit., P. 48.
3m.-- It is referred in Graham Report that in 1854 the
Kolhapur State produced the Gur of 1296 Khandi which
was worth of Rs. 1,20, 539/- (Graham Report).
 21

improved and larger number of mechanised means of transport,

the decentralisation in wholesale business has taken place.

New sites-for commodity exchange in the proximity of the

transportation facilities were chosen by traders and the

major trading business began to cluster in the areas tof

Tarabai Road, Bhausing Road, Shivaji Road, Laxmipuri. After

1965 a new wholesale market i.e. *Shahu Market Yard* was

opened at Shiroli along the Bombay-Bangalare Road and rail road.

Because of convenient transport access and toll concession the

major portion of the wholesale market has been shifted from

the city to the Shahu Market Yard. Similarly rest of the

wholesale trade is dispersed in the city at convenient places.

Such dispersion is the obvious result of the availability of

internal transport of goods.

The gur arrives in Kolhapur by the bullock carts and

i

trucks from the fertile valleys of Panchaganga, Warna and

Dudhaganga. Similarly most of the farmers coming under

purview of regulated market areas of Karveer, Radhanagari,

Bhudargadj Shahuwadi, Panhala and Kagal supply the goods to

the Kolhapur Market. Moreover gur is also brought to Kolhapur

from the peaces like Hatkanangale, Shirol, Chikodi, Manoli,

Nipani etc. The gur arrived in -Kolhapur is again supplied

to various places (Maharashtra., Gujarat and Mysore).

• f •
 22

Besides the gur trade the trade in groundnuts, other

agricultural produce, and manufsetured industrial goods is

also undertaken on massive scale. The large portion of the

wholesale trade is carried through the Agricultural Produce

Market Committee. The aggregate turnover effected through

this Committee was to the tune of 17,91 crores in 1969-70.

t

v) Development of Retail Trade

The spatial structure of the city retailing has changed

by the force familiar to those concerned with traffic. These

forces are urban and suburban population movement inspite of

its dispersal settlement pattern, the increasing use of owned

vehicles and growing seals of hired transport. The response

to these forces, as revealed from retailing history of the

city has produced substantial changes in consumer behaviour

and merchandising practices. Hundred years ago i.e. in 1876

when the mechanised transport was absent and when animal or

animal driven vehicles were major sources of transport retail

t

trade in the city had to concentrate in Shanawar Peth* There

were only 125 shops and some arrangements for weekly bazzars
were made.'*' Proximity to residential areas and usually to

the core of the city in selection of retailing place had been

deemed to be essential factor upto first decade of 20th century.

1. Kolhapur Municipal Record Office, Notification No.5

( in modi script ).
 23

However since First World War in conurbation with intracity

traffic improvement, there has been marked increase in

retailing* Customers began to be drawn to retail shops from

areas even outside thB city. Mechanised transport thus

expanded the scope of business and in 1910 multiple number

of shops were started in the city. The addition to commercial

shops has been ever increasing since then. The aggregate

number of retail shops was 1803^ in 1926 and it was more than

10,000 in 1975.

The locations of retail shops are mainly governed by the

proximity to transport facilities. Such proximity is facili­

tated in CBD of city. Thus in the CBD of Kolhapur the areas

of Laxmipuri, Bhausingji Road, Maharana Pratap Chowk, Tarabai

Road, Mahadwar Road, Mirajkar Tikati, etc. are and have been

the epitome of commercial development. This commercial hub

has easy transport access from the various parts of the city

and from the tributary areas.'

After I960 the city has witnessed dispersed residential

location due to improved transport. This has caused to develop

new commercial shopping and other related activities at

periphery i.e. at Rajarampuri, Kawala Naka, Shiroli etc.

Howe.ver the breadth and depth of the merchandise sold in

1 . Dr.Balkrishna, ’Commercial Survey of the Kolhapur City’

Published under authority of Kolhapur State, 1928.
 24

these area are limited because the customers are drawn from

smaller area. Hence for major shopping the people residing

in these areas have to come to the CBD either by the KMT or

by the private or hired vehicles.

Table^Nc.^4

Total No._ of Business jEatablishments and

Persons employed in them

No.of Persons
Particulars
establish- employed,
ments.

1. Retail and Wholesale shops. 5^421 6£)58

2. Commercial Establishments, Banks, 1380 6,237
Insurance Companies and other
business houses having production
units.
3. Hotels, Lodging and Boarding. 531 2£45
4. Entertainment houses. 13 203

Total : 7,345 14,743

Table No.4 gives the information about the number of

retail and wholesale establishments and magnitude of the

employment in them. The total number of wholesale and retail

establishments in the city in 1972 was 5*121 which employed 6/358

persons. All the commercial establishments including Banks,

insurance companies, business houses, hotels, entertainment

houses etc. were together formed the magnitude of 7,345

employing near about 15,000 workers.

• * •
 25

vi) Residential Development

In earlier period the residential areas were encircled

by the wall in view of defence against the invaders. The

walled city resulted in greater compactness of settlement

and irregular street pattern because of the desire of all

inhabitants to be within the fortification. In addition to

the security considerations among the people resulting in

densely settlement pattern within the fortification, other

important reason for extreme compactness was absence of means

of mechanised transport. This absence made the people to

settle near employment and market places. Consequently

residential zones got intermingled with the business esta-

blishments.

After the advent of mechanised transport and especially

the cheap means of, public transport (the KMT) centrifugal

forces of residential growth from original nucleus ( i.e.

Ambai Temple) have been active. Though the structure of old

residential areas remained almost static, new settlement like

Rajaram Puri, Ruikar Colony etc. were emerged away from the

central city. The table No.5 shows the distribution of

residential location within the city from the period 1927 to

1971.
 26
*

Table No. 5

No. of residential houses in 1927,1941 and 1971

W ard 1927 1941 1971

A 2074 2052 6000

B #B9 2^04 5^.75
C 3264 2,747 3062
D £293 3021 4054
E 750 26 9 5 13061

TOTAL : 1C07Q 14019 33052

Number of persons per house since 1911 has shown rising

trend. In 1911 the average number of persons per house was

only 4•6*1'. However very recently i.e. in 1971 it was

registered to be 7.8.

v i i) Development of _A dm ini s t rative Areas in the City

Kolhapur, being the foci of various types of functions,

has been traditionally an administrative centre. Quite before

the arrival of the British, administrative machinery was

attached to the palace situated near Ambai temple. In the

modern period the Britishers built civil line which was

distinctively separate from the JLndegenous part and was mostly

developed on the outskirts named as Line Bazar and Nagala Park.

1. Kolhapur Municipal Record Office, File No.7, P.'ll.

 27

All the administrative offices of British Regime were concen-

trated in these areas. In the post-independence period,

however various Govt, and semi Govt, offices were quartered

in the residential areas of the city. This has resulted heavy

traffic movement at the beginning and close of the office hours.

viii) Development of the Educational Activities : ^ ^

Most of the educational institutions prior to I960 were in

the inner core of the city. However after I960 some institutions

have been opened away from the city. Tho establishment of the

Shivaji University, Agricultural College, Rajaram College and

other Colleges at the city perephery resulted in development

of the commercial and residential zones around these institutions.

This has increased traffic between central city and the new

developed areas. It seems from the municipal record that in

1971-72 more than 54000 students were taking the education from

227 institutions in Kolhapur.

I
 28

ix) Land Use Pattern in Kolhapur (1973)

Table No. 6

Land Utilisation for different purposes in Kolhapur(1973)

Area under % of area under use

Purpose
use* to total area.

R esidential 779.25 12 %
Commercial 94*15 1 %
Industrial 121.97 2 %
Public &. Semi Public 799.90 12 %
Organised open space 56.87 1 %
Roads &. Railways 269.43 ■ 4 $»
Water Bodies . 131.74 2 %
Vacant &. Agricultural 4031.15 63 %
Other Uses 17.49 1 %
D efence 121.49 2 %

TOTAL : 6/123.44 100 %

0

Table No.6 gives the information about the land-»Use

pattern of the city. Of the total area (64.23 sq.kms.) in

the city the^larger i.e. 63 % area was occupied by the vacant

and agricultural lands. This shows that city inspite of

industrial and commercial, development maintains its agricul-

tural activities.
 29

( II )

Traffic Structure in Kolhapur and Urbanisable

Complex of Kolhagur

Intracity traffic which includes public and private

transport is the outcome of the social and economic activities

o,f the people residing within and without the city skirts*
i

City constitutes foci or nods in the network of transportation

and communication and makes possible the interaction with

other cities as well as with the service areas and hinter-lands.

The urban functions depend upon accessibility which conditions

specialization of land usbs^ and give rise to interchange or

movemeht of people# goods and ideas between and among cities,

2
and between cities and their respective hinter-lands. The

spatial structure of Kolhapur like any,other developing city

has been changing since inception of the mechanised transport

which caused to develop urban sprawl around the city. In the

early days i.e. prior to the advent of automobiles, heavy

densities of population were envisaged because the urban radius

was limited to a small distance that could be traversed on foot

or at best by horse. As lines of intercity and long distance

1. Walter G.Hansen, "How Accessibility shapes land use"

Journal of the American Institute of Planners,
Vol. XXV, No.2 {May,1959) Pp.73-76.
2. Harold M.Mayer, "Urban Modality and the Economic Base",
Journal of the American Institute of Planners,
Vol. XX, No.3 (Summer,1954) Pp.117-21.
 *

33
I

outer city transport either in the form of railway, KMT*" or

other modes, were developed, Kolhapur grew a greater centre

of population, business and employment. y

r

The rail transport, as said already, introduced £n the

city at the end of 19th century and the motor transport at

the first decade of 20th century. In the initial period there,

was not much fillip envisaged in the development of mechanised

transport conveyances for want of transportation technology.

Hence the transport conveyances were limited in number. However

these limited means of mechanised transport began to cater the

needs of city core/CBD on larger scale than in pre-motor era.

The population growth especially after 1920 resulted in

increasing the number-of trips towards the CBD and from the

CBD to outside. Similar centripetal mobility was also witnessed

by other cities too. The rapid population growth keeping space

with the mechanised transport in Kolhapur or even in other

cities the development of urban environment in which, in the

,words of Lewis Mumford, n each great capital sits like a spider

• 2
in the midst of its transportation web ", The transport

especially after II Worlc War has made possible more and more

convenient access to the central city even from remote lands.

Transportation thereafter has become an agent of dispersal;

1. KMT = Kolhapur Municipal Transport

2. Lewis Mumford, the Culture of Cities (1938) P.323.
 31

It has avoided the concentration of population and in doing -

so it/has promoted a diffused pattern of commercial* indust­

rial and residental development.

The growth of Kolhapur around the peripherial areas has

been worth noting soon after the introduction of mass-scale

transport system by rail, KMT and by M5RTG and also by public

conveyances like autorickshaws and taxi-cabs. These modes of

transport have removed an impediment in the growth of the city.

The large separation between the place of work and of residence

has taken place; commuting or journey done to the centre of

work and various trips undertaken during the day for different
purposes have begun to cover larger areas than before. Hence

the areas from which a city draws its commuters reveal to be

more significant boundary than the limits of municipal boundary.

*

After all, the pattern of journeys in a city is a reflextion

of a whole series of individual decisions, many of which

decisions' are concerned with the problem of distance; and

consequently the difficulties of travel between certain key

locationsin the city such as work place, home, school and shops

have been augmented. Such difficulties are removed by the

system of passengers and goods transport. In this manner the

transport causes to develop social as well as economic rela-

tions between the city and the villages situated around the

city. The villages, thus situated in the sphere of daily

commuting zones provide open space for the benefit of the

• • •
 32

population in the city; on the other hand city performs many

other services for them* Besides the opportunities of employ­

ment Kolhapur city is a focal point for-these villages in

respect of finance, education, health, administration and

others. In many ways Kolhapur is the exclusive supplier of

such services. These ecoromic relations with the villages

around, generate considerable mobility of the people and

goods within and outside the city limit. This movement \ghat

Edward Ullman calls, "Spatial interaction" produces traffic,

the volume of which along transportation and communication

routes is the measurable result of the gravitative "pulls"

exerted by the various urban centres or sub centres s the

1
"traffic generators".

The city of Kolhapur in most cases invades the country -

J side so that there is a 'Traffic Generating Urban Transitional

2
belt* that is neither completely rural nor completely urban.

1. Edward L Ullman, "The Role of Transportation and the

Bases for Interaction", Man^ Role in changing the face
of the earth, William L.Thomas, University of Chicago
Press (1956) Pp. 862-BO.
2. It is very difficult to draw a sharp boundary between
the Kolhapur city and country sides. There are different
methods seem to be adopted in deciding the boundary of
focal point or city complex. One group, mainly geographers,
searched for a solution in the form of transitional belts
or zones between the city core and country side. The other
statistician, preferred one single line which could only
be drawn after much generalization. Some advocated simply
drawing of circles with a certain radius.
 33

Hence the economic limit of the city of Kolhapur cannot alone

be confined to its arbitrarily defined Administrative Area.

Such area has to be interpreted in connection with economic

and social intercourse wi~h the villages located around.

However these villages that developed economic and social

relations with the city are rather difficult to identify. The

KIRPB has tried to mark such villages for its transportation

studies with the help of certain indicators which reveal

socio-economic ties with the city. These villages around the

Kolhapur city are showing trends of urbanization such as high

rate of growth of population, significant rise in non agricul­

tural workers etc. Taking into consideration these trends as

also other factors such as physical barriers, transportation

link with the main town etc. the urbanisable limit of the

Kolhapur city is decided. The area covered by such villages

along with Kolhapur town in the centre is called "urbanisable

complex."^

The village located in urbanisable complex has transport

connections with the central city and with the areas located

outside urbanisable lirni”. The fact is proved from the data

about transportation collected by the KIRPB that out of the

1. i) Kolhapur ii) Shiye iii) Waliwade iv) Uchagaon

v) Mudashingi vi) Sarnobatwadi vii) Ujalaiwadi
viii) Pachagaon ix) Tamgaon x) Gokul-Shirgaon
xi) Kandalgaon xii) Gandhinagar xiii) Top
xiv) Wadgaon xv) Bhiroli.
 34 t

total number of Inbound^ and Outbound^ vehicle trips in a day

3
(excluding two wheeled vehicle) more than 85 $ trips were

usually undertaken by the hired vehicles. Thus the hired

transport occupies significant position in the total city

traffic. It functions in two ways t

i) It carries the people and goods within the city

and
ii) it facilitates the working of outbound and inbouhd
transport either by transporting the passengers or
goods to the trucks, buses, trains etc. for outbound
transport or carrying passengers or goods from the
inbound vehicles(trucks, buses, trains etc.) to the
desired places in the city. Some times hired
vehicles undertake the inbound and outbound trips
at the places ultimately desired.

These two functions are closely related to the total

volume of Inbound and Outbound Transport. The larger the

volume of inbound and outbound transport the larger will be

the scope for internal transport business within and around

the city for vehicle operators. An evaluation of traffic

pattern of inbound and outbound movement in the light of quan­

titative data seems to be essential in visualising the preva­

lent ’traffic skeleton’ or ’traffic structure’ in which business

of transporting passengers and goods is active.

1. Inbound Transport - Vehicles coming in city from the

areas outside the city.
2i Outbound Transport - Vehicles going outside the city.
3. It is^ deduced from ^he data furnished in ’Draft Report'
on Transportation prepared by the KIRPB for its use.
 35

An Evaluation^of the Significant^Traffic

Characteristic of Kolhapur Comglex^ in__the

light of Quantitative Data

Tha KIRPB has attempted series of transportation studies

within and outside Kolhapur and urbanisable limit fox its

planning purpose, The data collected by the Planning Board

may be useful in depicting traffic pattern that exists in the

Kolhapur Complex. These studies are undertaken for Kolhapur-

Ichalkaranji region. Kolhapur and Ichalkaranji are two big

cities in the region. However the former is more developed

city than the latter. In the transportation maps of the

region these two cities are shown to reveal the comparative

significance of each other in respect to traffic pulls. The

data collected by the KIRPB under these studies or surveys

is compiled as per need for describing the traffic structure

of the city.

i) Volume of Traffic**- on Major Roads Connecting

j<alhap_ur _with the .areas of Crucial Importance.

Tho data collected by the KIRPB for their purpose is

1* Traffic Volume Survey : One of the most crucial chara­

cteristic of a stream of traffic is its flow intensity
i.e. number of vehicles passing a fixed point in a unit
time. A numerical measurement of such intensity is
generally referred to as ’Traffic Volume Survey'. Such
survey is carried by the KIRPB on important roads which
connect the city of Kolhapur to other areas. The investi­
gation was carried by the KIRPB on the following cardon
point* which are located on the limit of the city :
(contd....next page)
FIG. 5
Plan showing total volume of traffic at'
various
cardon points in the Kolhapur-IshalkaraFtji Region
MD71 1

( Particulars of cardon points are given on pp.35»36

 3b

compiled in table Mo.7 for showing intensify of the traffic

on Major roads which connects Kolhapur with the areas of

crucial importance. ( see Map Mo.5 )

Table No. 7
M - -.H

Outbound and Inbound. Traffic Volume, on thie

M a jo r~~Ro a da ofKo'lhapurY in PCUS ")' (1971)

Sr. Inbound &. Inbound &. Total fast &,

No. Name of Road Outbound Outbound slow moving
fast moving slow moving vehicles.
vehicles. vehicles.

1. Kop,.-Poona 4534 (77.7$) 1305(22.3%) 5839(100%)

2. Kop.-Sangli 3266(72.7$) 1227(27.3%) 4493(100%)
3. Kop.-Mudashingi 1023 (38.5$) 1637(61.5%) 2660(100%)
4. Kop.-Belgaum 3356(78.2%) 936(21.8%) 4292(100%)
5. Kop.-Gargoti 931(35.5%) 1689(64.5%) 2620(100%)
6. Kop.-Radhanagari 1580(49.8%) 1590(50.2%) 3170(100%)
7. Kop.-Gaganb awada 2301(32.0%) 4882(68.0%) 7183(100%)
8. Kop.-Ratnagiri '1959(29.4%) 4704(70.6%) 6663(100%)

GRAND TOTAL = 18950(51.3%) 17970(48.7%) 36920(100%)

NOTE s' Bracketed figures indicate the percentage to

total number o/f fast and slow moving' vehicles.

1. (cohtd. last page)

5-1 Kop.-Poona, S-2 Kop.-Sangli, S-3 Kop.-Mudashingi
5-4 Kop.-Belgaum, 5-5 Kop.-Gargoti, 5-6 Kop.-Radhanagari
5-7 Kop-Gaganbawada, S-B Kop.-Ratnagiri.
The above traffic count survey was undertaken by the KIRPB
on the selected cardon points for 24 hours on 4th Dec.,1971.
* Cardon - Cardon is an hypothetical closed ring around
the areas to be covered by the survey.
** Cardon Point - Cardon point is point selected on any
arterial road intersecting the cardon.
 37

The -following significant facts are revealed from the

foregoing table s •

3 (a) The total volume of traffic both incoming and outgoing

observed at all eight cardon point was 36f?20.PCl!5f of

which 18£50 PCUS or 51,3% fast and 17*970 PCUS or 48,7% were

slow moving vehicles. Thus traffic of both fast and slow

moving vehiclos was more or less similar in magnitude,

(b ) The volume of fast moving vehicles on the Kolhapur-Poona

(77,7%) and Bclgaum Road (78,2%) was more than slow

moving vehicles. This may be due to by-passable traffic which

consists substantial portion of thorough traffic.

The volume of fast moving vehicles on Kolhapur-Sangli

(72.7%) road was also observed to be large because Kolhapur

has trade relations in the areas (Sangli, lehalkaranji etc.)

connected by this road. These areas are economically developed.

(c) The traffic of slow moving vehicles seems to have been

dominated on the road Kolhapur to Ratnagiri (70.6%),

Kolhapur to G.Bawada (63 %), Kolhapur to Gargoti (64.5%) and

Kolhapur to Mudshingi (61.3%). The traffic of the bullock

carts on these roads constitutes large proportion of the total

traffic. These bullock carts are usually used for transports-

’ tion of sugarcane to factory within the limits of 20 to 25

kilometers of the factory.

• • •
 38

The proportion of the fast moving vehicles (PCUS) on the

roads mentioned above was small because these roads are entering

the city from the fonkan area which is economically underdeveloped

and hence the use of mechanised transport is limited.

Enclosed Map No.5 shows the total volume of traffic at

various cardon point in the region for 1971. Kolhapur, as it

is seen from the map, when compared to Ichalkaranji seems to

have more traffic pull in the region.

ii) Volume of Traffic on Major Roads, in Kolhapur

The traffic cell (Dy.Director Town Planning,Bombay) has

undertaken an 1Inner Cardon Traffic Volume Survey1 of the

Kolhapur city in December 1973. The data collected under this

Bmperical investigation is compiled in table No.7 Chapter IV -

(G) with a view to show traffic intensity on the major roads of

Kolhapur. The following crucial facts are noticed from this

table.

1) The total number of PCUS moved on survey day on the

major road in the city wa’s 53^274. Out of these 51274 PCUS as

large as 18$ or 8996 were moved on the road Shivaji Putala to

KMCj 15$ or 7837 on Gangawesh to KMC; 14$ or E^706 on old palace

to Shivaji Putala, 12$ or 5^32 on KMC to town hall and on the

rest of the roads the intensity of the traffic was less than

7$ of the total observed PUCUs. Thus large intensity of traffic

is evident only on few roads which are in the he art-of the city*
 39

2} The peak traffic flow hours on different roads

wore more or less similar. Roughly the morning peak traffic

flow hours were between'9 am to 12 noon and in th.e evening

a *

they were between 5 pm to 7 pm.

„ 4

iii) By-Passablo Traffic in Kolhapur

By-passable traffic poses a serious threat to increasing

traffic congestion in the city. The by-pass roads are generally

constructed with a view to divert the traffic away from the roads

of the city. Consequently the possible traffic congestion in

the city is minimised. Kolhapur city has also a by-pass road

connecting Poona-Bangalore highway. However, due to recent

traffic development especially in vehicles used for passenger

transport of the city the large portion of this highway is often

interrupted by the intracity traffic. This creates much hard­

ship to the vehicle-operator in making head-way for his vehicle.

The magnitude of such by-passablo traffic is shown in Hap No.6^.

1. The map displays the following facts t

The number of by-passable PCUs entering the cardon
point 51 (on the Kop-iPoona Rd.) was 813, out of which
675 PCUs (77.32$) left the cardon point ^'-4 on Kop.-
Belgaum Rd. Similarly aggregate number of by-passable
PCUs entering Kop.-Belgaum road was 626 of which 581
PCUs (92.51$) left the cardon on Kop.-Poona Rd. By-
passable PCUs at the other cardon points were practi­
cally negligible and did not warrant any attention.
FIS. 6 Plan showing By-passable traffic volume in the
Kolhapur-Ichaikaranji Rsgion

( Particulars of cardon points are given on pp.35,36

 40

i v) A: Traffic Composition of Vehicles on the Major _ Roads

Connecting Kolhapur wiftjl. ..fy1.8 ^Areas Outside _the
Urbanisable Limits.

Iablejo.^8

Different _Types_ of Vehic 1 es Operated Per. day _pn_ thie

Roads Connecting Kolhapur with areas Outside the
Fity" (1971). ....

' i

Category of Transport Vehicle Total PCUs $ to total

operated. PCUs

Tractors and trailors 876 2

Trucks - 10J.97 28
Tempo •M 58 Neg.
Passenger Buses - 3/44 10
Cars, taxi, autorickshaws - ^046 6
Motor cycles - 2029 5
Cycles - 5^378 15
Bullock carts ■M 1^574 34
Other slow moving - 18 Neg.

TOTAL : 36,920 100

Table No.8 shows thp different types of vehicles entering

into Kolhapur and going away from Kolhapur. The following
observations may be made from this table :

a) Out uf the total number of 3^920 PCUs observed on all

the cardon points, 1C\197 or 28$ were trucks; 876 or 2$ were

tractors with trailors and very small percentage (.16) of

vehicles wore in the category of Tempo. These vehicles are

used to carry goods.

 41

b) The passenger vehicles usually operated by the KMT aid

MSRT formed 3744 or 10$ of the aggregate traffic flow* Whereas

the movement of light passenger vehicles likB taxicabs Was

✓
2/346 PCUs or 6$ of the aggregate traffic. Thus it seems that

the former category of vehicles (i.o. Buses of KMT and MSRT)

has larger share in transporting the passengers than the

vehicles covered under latter (i.e. taxicabs, Autorickshaws).

c) The number of scooters and motor cycles that moved on

roads was 2/329 PCUs or 5$ of the total traffic.

d) The number of bullcck carts occupied the significant

portion of 12/574 or 34$ of the total traffic which moved on

the roads. These bullock carts are usually used for carrying

sugarcane to sugar factories.

e) The traffic of bicycles registered significant portion

of the total traffic.

* - v ' ~~ k
K

iv )B : Traf fic Composition jrf_ Vehicles on the Major Roads

within the City of Kolhapur.

The following conclusions are drawn from the Table No,9 :

a) * Out of the total number of PCUs (1895) counted on the

major roads at peak hours, as large as 11$ were autorickshaws

operated for carrying passengers, whereas proportion of- buses

ope^&ted for carrying passengers was 5$ of the total observed

traffic.

1112 ft
 42

, TableJo.J1

Traffic Composition of Different Vehicles ,on

Major Roads in Kolhapur at Poak Hours (1975) (£n PCUa)

Category of Vehicles Total number of % to total

vehicles observed.
mm

Motor Cars mm 82 4
Scooters,motor cycles wm
57 3
Trucks m
129 7
Buses - 94 5
Autorickshaws - - 204 11
Tractors mm
3 Neg.
Tractors Trollies
&. mm
29 1
Bullock Carts - 336 18
Tongas - 32 2
Handcarts - 36 2
Bicycles - 893 4?
mm mm mm mm

TOTAL t 1,895 100

•* mm mm mmmm*mmmmm^mmwm*mimmtmm tm

b) The proportion of the motorcars PCUs (which are usually

private cars operated on roads) was 4$S and to that of scooters

and motor cycles was 3$ of the observed PCUs.

1. In order to find out different types of vehicles which

interrupt the speed of the bus, an emperical investigation
is conducted on the selected bus routes at peak hours. The
total length of these selected bus routes is 47,9 kilometers.
Under this investigation the aggregate number of different
types of vehicles coming from the opposite direction and
overtaken by the moving bus was counted by the investigators
who already were placed in the moving bus for the survey
purpose.
The data collected under this survey is useful in interpre­
ting the traffic composition on the major roads at peak
hours in the city of Kolhapur.
 43

c) In the category of slaw moving vehicles the proportion

. of bicycles was the highest to the size of 4?$and that of

bullock cart it was 18$. The rest of theslow moving vehicles

i.e. tongae#handcarts, trollies etc. formed a small portion

of the total observed traffic.

V) Effected Capacity of Passengers .anjd_G_oodjs Transp_a_ri

Vehicles on the Roads Connecting Kolhapur with
o t h e r Areas ‘(1971j.

(A) Passenger Vehicles :

The following facts are revealed from the table

No.10 given on the next page t

i) Of the total capacity of passenger seats (T2.9 thousands)

effected by all the vehicles on the major roads under review,

the largest i.e. 62.4 thousand or 86$ passenger seats capacity

was effected by the vehicles operated by the public transport

undertaking (MSRTC, KMT etc.).

ii) The passenger seat capacity effected by other vehicles

was small in size and to that of autorickshaw it was negligi­

ble.

I
 44

> Table Na.^10^

Average^ Capacity of Passenger-seats (Inbound &, Outbound)

effected on Survey Day by Various Vehicles on the Roads
Connecting Kolhapur t°_. Outside Areas ( 1971 ).

Type of No.of vehi- Average vehi­ Total size of

conveyance ,cle trips cle capacity seat capacity
in a day. in seats. (in ‘000)(2x3)

Passenger buses 1£4B 50 62.4

(KMT, MSRTC)
Hired Taxicabs 1B6 5 0.9
Cars (Private) y.07 5 5.5
Autorickshaws 58 2 Nag.
Motor cycles 2/329 2 4.1

-
TOTAL : 72.9

(B) Goods Carriages :

The following observations are -nade from the table No. 11

given on the next page :

i) Out of the total goads carrying capacity (26.4 thousand

tonnes)effected by all the vehicles (i.e. Inbound &. Outbound) as

large as 20.4 or 77% capacity was effected' by trucks alone.

1. The data about different types of passengers/goods

vehicles moved on the major roads which connect Kolhapur
to other areas was collected from the record of KIRPB.
This data was collected by the KIRPB for planning purpose.
With the help of this data an attempt is being made to
draw a rough sketch of the total Inbound and Outbound
passengers/goods movements by the various vehicles in tho
city. In order to visualise the sizp of traffic movement
the average carrying capacity of the vehicle is taken
into consideration and not the actual weight/number of
units transported.
 45

IablewNo.__ll

Average Daily Capacity/ of goods— tonnes (Inbound and

Outbound) ^effected on Survey Day by Various vehicles
on the roads Connecting Kolhapur to Outside Areas (19712

Number of No, of Average ca­ Total size of goods

Conveyances vehicles rrying capa- tonn&s capacity
effected (in thou~
a day. cles in tons*- sand) 2 x
: 3.

Tractors and 146 12 1.8

T railors.
Trucks. 3399 6 20.4
Tempos 29 2 Neg.
Bullock carts 2096 2 4.2
• TOTAL : 26.4

ii) The goods carrying capacity effected by other vehicles

i.e. tempo and tractors was small in size#

iii) The goads carrying capacity effected by tho bullock cart

has to the extent of 4,2 thousands tonnes a day. It show's that

bullock cart plays a crucial role in the transport of goods.

vi) Magnitude of Traffic Floy/ on the Major Roads

Connecting Kolhapur to Othnr Areas at Different Hours:

The traffic flow (both inbound and outbound) on the major

roads of the city is not evenly distributed throughout the day.

The data about such magnitude of the traffic flow on the various

roads is collected from the KIRPB office and is shown in the

map No..^',
 IG.7 Percentage variation of hourly volume of traffic
at various cardon points for Kolhapur (1971)
Of
VOLUME
HOURLY
OF
DISTRIBUTION
PERCENTAGE
 46

l5bi<?_N°.i_12

Inbound and Outbound Traffic on Various Roads at

Peak Hours

Road from Inbound &. Outbound

Kolhapur to• Peak Hours PCUs at peak hours

Pune 10.QC to 11.00 437

Sangli 1T.3C to 18.30 327
Mudashingi 9.50 to 10.30 260
Belgaum 17.00 to 18.00 317
G argoti IB.30 to 19.30 . 283
Radhan agari JL8 • DO to 19.00 327
Gaganbawada 14.30 to 15.30 695
R atn ag iri 10.00 to 11.00 558

In the table No.12 the size of traffic on the roads under

review is shown for the peak hours only. The peak hour traffic

on each road is located by observing the traffic counts taken

during 24 hours.1

vii) Origin and Destination of the Transport Vehicles :

A _Numerical Measurement for the City of Kolhapur(1971)

Kolhapur complex is an agglomeration of social and economic

activities. It, as said already, occupies crucial position in

matter of industrial production, trade, commerce, education etc.

and hence it has relations with umland and with other cities

1 . Regional Plan for Kolhapur-Ichalkaranji Region, op.cit.

p.136.
FIG. 8
Plan shewing trav el desire diagram fo r to ta l volume of
traffic? fo r the Region (1971-72)

POOW A ^ OTHER* KARANAL

BOMBAY
LEGEND

___ Region Boundary

RATNAGIRI "•■•■•— Internal Zone
Boundary
O Indicates the
approx.position
of the centre of
Gravity of the
respective Zone

!
I
K U
83

Sun Of
■ ik w L y S j

KOLHAPUR-ICHALKARANJI REGION
 47

outside umland. These relations of course give rise to

traffic towards the city or from the city tD other destinations.

The magnitude of such traffic aftsrall has definite impact on

the 'passenger and goads' transport business carried within the

city. The magnitude and direction of such traffic wore measured

1
by 0 & D survey.

The data collected in the survey is shown in the map TJo.^

2
with the help of TDL (Traffic Desire Line). The thickness of

’JDL1 points out the relative significance of thu transport

link of the city to various areas in the region and various

areas outside the region. The region in the map is divided into

sixteen internal zones. Similarly other 20 external zones were

assumed outside the region to find out traffic intensity between

Kolhapur complex and the cities located outside the region. The

data collected by the KIRPfi 5s pjcoceesod and shown in tho fable

No.14. The traffic intensity between Kolhapur and zones is

ascertained from the table No.14 and map and is shown in the

table No. 13.

1. 0 &. D Survey was undertaken by the KIRPB. The survey was

conducted on the major 'roads at selected cardan points
for period of 24 hours. The various vehicles trips so
investigated were enumerated according to their respective
starting and destination areas referred to as zone.
2. TDL = Traffic TJesr.iu. L5rvr= « It is the straight line which
joins the origin and destina-uj.’-»™ r— -s—•- ** * 1 - T‘
thiokn-ess denotes the intensity of the traffic flow.

»
 Tab Id No. 13

Observed .(.1971). .and. Projected. .{.19.91^Jjejav^..Traffxg

Xn.tejsi.tv in_pet ween. Kolhapur_an.d Zones located
within or outside, the Reg ions.

Zone Total Inbojnd and Outbound PCUs

.............. ...... jn .a _day_ _ ......... .
' ■ 1971 (Observed) 1991 (Projectei

Zone No. 1 M 3,390 ‘ 6,516

Zone No. 2 wm
2*792 3,452
Zone No. 26 M 1X55 2222
Zone No. 27 M
1*498 2683
Zone No. 28 •w 3674 7p62
Zone No. 29 - xin 2X41
Zone No. 30 2,000 1632

The following crucial points are noticed from the

table Piio.l4 and map No.8 i

(a) The total daily inbound and outbound traffic

between 36 zones and Kolhapur in 1971 was 29^3^7 PCUs per day

of which 14,000 PCUs were of outbound and more or less similar

i.e. 14547 PCUs were of inbound category.

(b ) The traffic intensity between Kolhapur and Zone

No.l and Zone No.28 was above 3p00 PCUs.

 49

(VIII) intensity of the Traffic between Kolhapur and

Areas in the Region and Outside the Region in
Lf c.a s t_ed J ;

Internal, traffic forecast was made'by the KIRPB

for 1991. The forecasted traffic is shown in Table Mo.13 and

14 and is displayed in the Map No.9. The following major

observations are made from the data incorporated in the above

tables and map-.

(a) The traffic between Kolhapur and zones in and

outside the ragion would rise per day from 2,934 PCUs

as observed in 1971 to 56,829 PCUs in 1991. Out of

these estimated PCUs of traffic, 28,572 would be of

outbound and 28,257 would be of inbound category.

(b) The projected traffic intensity between Kolhapur

and zone No.28 would go to the tune of 7,062 PCUs

per day and between Kolhapur and zone 1 it would be

6,516 PCUs.
 PIG . 9 Plan showing tr a v e l d esire diagram fo r to ta l volume of
t r a f fic fo r th e Region (1991)

POONA BOMBAY OTHERS

LEGEND (231 (?*
pa n o m a rpu r
____ Region Boundary
In tern al Zone Boundary
In d ica tes the
o
approx • p o sitio n
o f th e cen tre o f
G ravity o f the
r e sp e c tiv e Zone.

KOLHAPUR-ICHALKARANJI REGION
 50

Table No. 14

Observed (1971) and Projected (1991) Traffic between

Kolhapur and Various Zones of Areas Located in the
Region and Outside the Region.(PCUs)

“ ** ** T Traffic j! Total Traffic

ZoneNoi Outbound Traffic , Inbound
(as sho» r... . -» ..... jjproj ecte
»n in * Observed .Projected {Observed .Projected{Observed
magsj J (1971) j (1991) j (1971) j (1991) j (1971) (1991) j
1 1,787 3,443 1,603 3,073 3,390 6,516
, 2 984 1,900 808 1,552 1,792 3,452
3 3,821 7,320 3, 821 7,320 7,642 14,640
4 345 671 554 1,058 099 1,729
5 171 312 209 389 380 701
6 332 634 406 028 738 1,462
7 52 113 68 160 120 273
8 307 561 147 283 454 844
9 313 602 345 665 658 1,267
10 300 506 285 689 585 1,'275
11 360 869 439 1,106 1 799 1,975 '
12 12 24 48 117 60 141
13 204 340 156 256 360 596
14 24 54 100 201 124 255
15 36 80 39 09 75 169
16 12 30 16 39 28 69
17 4 12 - 4 12
18 119 224 109 181 228 405
. 19 380 6 84 289 487 669 1,171
20 16 30 16 30

contdv#

.'i*'
 51

Table Mo.14^(contd.J

Zone Outbound Traffic Inbound Traffic Total Traffic

No. Observed Proj ected Observed Projected Observed Projected
(as in (1971) (1991) (1971) (1991) (1971) (1991)
maps.)

21 24 39 .. 24 39
22 M 12 21 12 21
23 93 187 139 270 232 457
24 177 353 ' 192 369 369 722
25 432 834 339 653 771 1,487
26 623 1,212 • 532 1,010 1,155 2,222
27 808 1,566 .690 1,317 1,498 2,883
28 1,789 3,447 1,885 3,615 3,674 7,062
' 29 609 1,169 502 972 1,111 2,141
30 487 940 513 992 1,000 1,932
31 20 44 55 132 75 176
32 4 8 28 48 32 56
33 Uft - 12 21 12 21
34 12 22 48 80 60 102
35 88 161 130 217 218 378
36 55 101 28 47 83 148

grind “
14,800 28,572 •14,547 2B,257 29,347 56,829
Total

Note Table is prepared from the information given in the

Report "Traffic and Transportation Studies" of the KIRPB.