chapter 7 urban migration and urban transportation...

CHAPTER 7

Urban Migration and Urban Transportation

7.1 Population Migration

The United Nations Multilingual Demography Dictionary defined

‘migration’ as follows:

“Migration is a form of geographical mobility or spatial mobility

between one geographical unit and another, generally involving

a change in residence from the place of origin or place of

departure, to the place of destination or place of arrival. Such

migration is called permanent migration and should be

distinguished from other forms of movement which do not

involve a permanent change of resident”

Migration has two processes – ‘Emigration or immigration refers

to going out of a country while immigration refers to coming into a

country. Thus, emigration reduces population of a country while

immigration increases it. At regional level, migration on a lower scale

is termed as ‘in-migration - out migration’:

Migration increases mobility, migration means the change of

place of living for a permanent period. It refers to the leaving of some

political or established regional boundary. However, small it may be

when people are leaving one place and going to a new place for a

temporary span of time, it is no migration from the demographic point

of view. Family and individual migration have played an important

role in the growth and distribution of population.

7.1.1 TYPES OF MIGRATION

Migration whether outward or inward, has been classified on the

basis of time; distance and motivation have been recognized

depending upon the length of the stay. Similarly, on the basis of

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distance involved, long distance and short distance migrations have

been distinguished. Further, motivation if economic, gives rise to

economic-migration and if matrimonial, to marital migration.

Geography is a spatial science so a distance-or-area based

classification may appeal more, i.e. migrations that take place with-in

the same country and those across the international boarder, the

former are often know as internal migrations and the latter as external

or international migrations.

7.1.1.1 Internal Migrations

When migration takes place within the territorial limits of one

country it can be classified into four types

a. Rural to Urban

b. Urban to Urban

c. Rural to Rural, and

d. Urban to rural/Sub-urban areas.

7.1.1.2 International migrations

International migration is the migration from one national

political boundary to another such political boundary. It depends on

the laws of the two involved countries.

7.1.2 PUSH AND PULL FACTORS 7.1.2.1 Push factors

1. Decline in a national resource or in the prices paid for it,

decreased demand for a particular product or the services of a

particular industry, expansion of mines, timer, or agricultural

resources.

2. Loss of employment resulting from being discharged for

incompetence, from a decline in need for a particular activity, or

from mechanization or automation of task previously performed

by more labour intensive procedure.

3. Oppressive or repressive discriminatory treatment because of

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political religious or ethnic or membership.

4. Alternation from a community because one no longer subscribe

to prevailing beliefs, customs, or mode of behaviour-either

within one’s family or within the community.

5. Retreat from community because it offers few or no

opportunities for personal development, employment or

marriage.

6. Retreat from a community because of catastrophe flood, fire

drought, earthquake epidemic.

7.1.2.2 Pull factors

1. Superior opportunities for employment in an occupation or

opportunities to enter a preferred occupation.

2. Opportunities to earn a higher income.

3. Opportunities to obtain desired specialized education or

training, such as college education.

4. Preferable environment and living conditions-climate, housing,

schools, other community facilities.

5. Dependency- movement of other persons to whom one is related

or betrothed, such as the movement of dependent with a bread

winner or migration of bride to join her husband.

6. Lure of new or different activities, environments, or people, such

as cultural, intellectual, or recreational activities of a large

metropolis for rural and small town residents.

7.1.3 POPULATION MIGRATION IN URBAN CONTEXT

It is known from the study of the towns that in both the towns

there is mainly two types of migration. First, takes place from one

place to another within the town. It is known as ‘intra-urban’

migration. Second is in which people from outside places come &

settle here. Such types of migration people have a change of place

according to their needs. In it, land value, sunny site, availability of

place with all facilities play main role. In the initial years, people liked

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to live in the internal parts of the town. But, now people’s likings are

changing. Now, people like to live in the outer parts of the town which

are apart from the crowd of the town & problems & where land-value

is relatively less & more place could be available. In second type of

migration that is ‘immigration’ people from other towns settle in these

towns. Its main reasons are commercial, educational & personal

matters.

To show the actual position of migration the researcher has

made a sample survey of three wards each for immigration to the

towns of Nainital & Haldwani-Kathgodam. It gives a clear picture of

migration taking place in these towns.

7.1.3.1 Nainital

In Nainital, sample survey has been made of (1) Bara Bazaar, (2)

Ramsay & (3) Sipahi Dhara. In Bara Bazaar, mainly people settled

before 1960. Some are the descendents of residents of Nainital who

are living here from the very beginning. The people, who mainly

migrated during the British Period, are still settled here. Here most of

the people migrated from Almora and almost all the people have

settled due to commercial activities. In the early age, it was the main

commercial centre of the town so people liked to live here. Today, it

has become the most crowded and high land area of the town. For this

reason, mainly old people are living here who have been living since

early decades. In the beginning, in Ramsay area, there was only

Ramsay Hospital. Here, people lived almost in a negligible number.

Gradually, people started setting here. They started settling due to its

being the sunny side and land-value being less. Here, mainly people

started settling since 1990. Here, there is a majority of salaried

people. Here, people also settled for the education of their children.

People have been attracted to this place due to its peaceful

atmosphere and it being away from the din of the town. For these

reasons, people from other parts of the town have migrated here. After

a survey in Sipahi Dhara, it was known that in the beginning people

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migrated here for jobs and education of the children. It lies in outer

area of the town.

People have migrated to other parts of Nainital; some have

migrated from other parts of Nainital, others have migrated from

Pithoragarh, Almora, Lucknow, Haldwani & other areas. From the

survey, it may be concluded that the largest migration has taken place

from Almora. The situation becomes clear on seeing the table. It is

known after the survey of three wards that mainly in Nainital

migration has taken place from Almora, followed by Pithoragarh. The

main reason of people migrating here from other hilly areas is rapid

development and availability of good education. Due to being more

developed than other hilly areas people are attracted here. There is

also growing tourism here due to which people are able get jobs here.

(Figs. 7.1 and 7.2)

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Immigration in Nainital Town

Business50.00%

Job30.00%

Personal20.00%

Bara Bazaar

Education20.00%

Business30.00%

Job40.00%

Personal10.00%

Ramsay

Education20.00%

Job20.00%

Business60.00%

Sipai Dhara

Fig. 7.1

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Table 7.1 Inmigration in Nainital township Bara Bazaar .S. No. Year Moved From Purpose

1 1910 Pithoragarh Business 2 1890 Almora Business 3 1905 Almora Business 4 1920 Almora Personal Problem 5 NA Nainital NA 6 1950 Almora Job 7 1953 Almora Job 8 1980 Punjab Business 9 1952 Almora Job 10 NA Nainital NA

Ramsay Inmigration S. No. Year Moved From Purpose

1 1958 Almora Job 2 1978 Pithoragarh Job 3 1979 Bhimtal Business 4 1992 Haldwani Personal Problem 5 1997 Mathura Education 6 2003 Almora Job 7 NA Nainital NA 8 2005 Almora Business 9 2005 Lucknow Education 10 1996 Almora Job / Education

Sipai Dhara Inmigration S. No. Year Moved From Purpose

1 1989 Pithoragarh Business 2 1943 Pithoragarh Business 3 1920 Almora Business 4 1995 Udham Singh Nagar Job / Education 5 1977 Udham Singh Nagar Business 6 1995 Udham Singh Nagar Business 7 NA Nainital NA 8 NA Nainital NA 9 1990 Almora Business 10 NA Nainital NA

Source: Field work

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Intramigration in Nainital Town

Business80.00%

Personal20.00%

Bara Bazaar

Better location80.00%

Personal20.00%

Ramsay Nainital

Personal40.00%

Better location60.00%

Sipai Dhara

Fig. 7.2

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Table 7.2 Intramigration in Nainital township Bara Bazaar S. No. Year Moved From Purpose

1 1979 Tallital Business 2 1919 Tallital Business 3 1948 Sipai Dhara Business 4 1952 Sher ka Danda Personal Problem 5 1950 Ayarpatta Business 6 1968 Ayarpatta Business 7 1930 Tallital Business / Personal Problem 8 1971 Sher ka Danda Business 9 1958 Tallital Business 10 1980 Ayarpatta Business / Personal Problem

Ramsay S. No. Year Moved From Purpose

1 2004 Mallital Location 2 1989 Shri Krishnapur Location 3 1958 Mallital Location 4 1978 Tallital Location 5 1981 Tallital Location 6 1979 Mallital Personal Problem 7 1992 Sukhatal Location 8 1995 Tallital Location 9 1997 Tallital Location 10 2003 Mallital Personal Problem

Sipai Dhara

S. No. Year Moved From Purpose 1 1995 Tallital Bazaar Location / Personal Problem 2 1977 Shri Krishnapur Personal Problem 3 1990 Tallital Personal Problem 4 1989 Tallital Bazaar Location 5 2004 Shri Krishnapur Personal Problem 6 1980 Mallital Location 7 2001 Bara Bazaar Location 8 2000 Sukhatal Personal Problem 9 2002 Tallital Location 10 1997 Tallital Bazaar Location

Source: Field Work

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7.1.3.2 Haldwani

In the town of Haldwani-Kathgodam for the survey and for

showing the position of migration three wards (Bhotiya Parao, Hira

Nagar, Railway Bazaar) have been selected. It was known from the

survey that in Haldwani originally almost all the people have migrated.

In Bhotiya Parao, in the early times Bhotiyas (a tribe of Kumaun)

migrated here during winters and then returned. For this reason, it

was named ‘Bhotiya Parao’. Presently all types of people live here.

Here, most people have migrated from Pithoragarh and Almora.

Besides, people have also migrated from Bhimtal and Nainital. The

reason of people migrating here from the internal parts of the town

was a good locality and a good atmosphere.

Even in Hira Nagar, most people have settled from hilly areas.

Here, people migrated for business purposes. People have mainly

migrated from Almora, Pithoragarh, Lucknow and Nainital. Hira Nagar

is a posh colony of Haldwani due to which people are attracted here.

Here also, people were attracted for jobs and education. Railway

Bazaar is one of the main commercial areas of Haldwani-Kathgodam.

People were attracted here for business and mainly those people have

migrated who are related with business and are indulged in business

in this area. Here, people migrated from Nainital, Pithoragarh, Almora,

Kashipur & Moradabad. Besides, during the partition of India and

Pakistan the refugees also migrated here (Fig. 7.3).

No intramigration was observed in Haldwani township during

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Immigration in Haldwani Town

Education10.00%

Business10.00%

Job40.00%

Personal40.00%

Bhotia Parao

Education10.00%

Business20.00%

Job60.00%

Personal10.00%

Hiranagar

Education20.00%

Job10.00%

Business70.00%

Railway Bazaar

Fig. 7.3

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Table 7.3 Immigration in Haldwani Town

Bhotia Parao S. No. Year Moved From Purpose

1 1960 Almora Relative 2 1969 Pithoragarh Business 3 1972 Bageshwar Relative 4 1970 Pithoragarh Job / Education 5 1980 Almora Personal Problem 6 1990 Pithoragarh Job / Relative 7 1985 Pithoragarh Job 8 1985 Almora Job 9 1990 Almora Job 10 1980 Nainital Job

Hiranagar

S. No. Year Moved From Purpose 1 1980 Almora Job 2 1985 Pithoragarh Job / Education 3 1978 Almora Business 4 1979 Almora Job 5 2004 Lucknow Job 6 1994 Okhalkhanda Business 7 1974 Bhimtal Job 8 1992 Almora Job 9 1980 Almora Relative / Job 10 1990 Gujrat Job

Railway Bazaar

S. No. Year Moved From Purpose 1 1965 Nainital Business 2 1978 Bareily Business 3 1960 Pithoragarh Job / Education 4 1981 Uddhamsingh Nagar Business 5 1968 Uddhamsingh Nagar Business 6 1957 Muradabad Business 7 1960 Muradabad Business 8 1948 Pakistan Personal Problem 9 1950 Pakistan Personal Problem 10 1960 Pithoragarh Business

Source: Field Work

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It was known from the survey of both the towns that people mainly

migrate for seeking jobs and business. Next, they also migrate for good

education of children. Besides, peaceful atmosphere, low land cost

and greater residential facilities also attract people. Presently, people

are being attracted towards the outer areas of the town. Its reason is

same as described earlier. Besides, at these places, the facilities of all

the central parts are available.

7.2 Urban Transportation in General Transportation is the movement of people and goods from one

place to another. The term is derived from the Latin trans (“across”)

and portare (“to carry”). The field of transport has several aspects:

loosely they can be divided into airports, railway stations, bus stands

and seaports. The operations that deal with the control of the system,

such as traffic signals and ramp meters, railroad switches, air traffic

control, etc. as well as police, such as how to finance the system (for

example the use of tolls or fuel taxes).

India is poised for rapid economic growth. Such future growth

will largely come from the secondary and tertiary sectors of the

economy i.e., the industrial and services sectors. Since economic

activities in these sectors primarily take place in urban areas, the

state of towns and cities is crucial to India’s future growth.

For a city to be productive, it is of utmost importance that it has

a very sound infrastructure. A good network of roads and an efficient

mass urban transport system make a substantial contribution to the

working efficiency of a large city for its economic and social

development. Over a period of time, due to increasing income and

demand for travel, the proportion of perusal vehicles, including two-

wheelers and four wheelers has increased and that of public transport

has decreased. The consequence of such increase of personalized

transport is acute congestion on city roads and resultant pollution.

The remedy lies in providing efficient and affordable public transport

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system.

Urbanization has been one of the dominant contemporary

processes as a growing share of the global population lives in cities.

Considering this trend, urban transportation issues are of foremost

importance to support the passengers and freight mobility equipment

of large urban agglomerations. Transportation in urban areas is highly

complex because of the modes involved, the multitude of origins and

destinations, and the amount and variety of traffic. Traditionally the

focus of urban transportation has been on passengers as cities were

viewed as location of utmost human interactions with intricate traffic

patterns linked to community, commercial activities. However, cities

are also locations of production, consumption and distribution,

activities linked to movement of freight, conceptually, the urban

transport system is intricately linked with urban form and spatial

structure. Urban transit is an important dimensionality of urban

transportation, notably in high-density areas.

To understand the complex relationships between

transportation and land use and to help the urban planning process,

several models have been developed.

The Ministry of Urban Development is in the process of framing

a National Urban Transport Policy (NUTP) to address the various

issues involved with urban transport. The objective of this policy is to

ensure safe, affordable, quick, comfortable, a reliable and sustainable

access for the growing number of city residents to jobs, education,

recreation and such other needs within our cities. This is sought to be

achieved by incorporating urban transportation as an important

parameter at the urban planning stage rather than being a

consequential requirement, bringing about a more equitable allocation

of road space - with people, rather than vehicles, as its main focus,

investing in transport systems that encourage greater use of public

transport and non-motorized modes instead of personal motor

vehicles, reducing pollution level through changes in travelling

practices, better enforcement, stricter norms, technological

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improvements, building capacity (institutional and manpower) to plan

for sustainable urban transport and promoting the use of cleaner

technologies. The Ministry of Urban Development would encourage

specific initiatives in this regard.

7.3 Elements, Components and Types of Urban Transportation

7.3.1 ELEMENTS OF THE URBAN TRANSPORTATION

Urbanisation has been one of the dominant trends of economic

and social change of the 20th century, especially in the developing

world, where urban mobility problems have increased proportionally

with urbanization, a trend reflected in the growing size of cities and in

the increasing proportion of urbanized population.

Since 1950, the world’s urban population has more than

doubled in part due to demographic growth and rural to urban

migration, but more importantly due to a fundamental change in the

socio-economic environment of human activities. At the urban level,

demographic and mobility growth have been shaped by the capacity

and requirements of urban transport infrastructures, be it roads

transit systems or simply walkways. Consequently, there are a wide

variety of urban forms, spatial structures and associated urban

transportation systems:

1. Nodes: These are reflected in the central part of urban activities,

which can be related to the spatial accumulation of economic

activities, or to the accessibility to the transport system.

Terminals such as ports, rail yards and stations and airports,

are important nodes around which activities agglomerate at the

local or regional level. Nodes have a hierarchy related to their

importance and contribution to urban functions, such as

production, management retailing and distribution.

2. Linkage: These are the infrastructures supporting flows from, to

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and between nodes. The lowest levels of linkages include streets,

which are the defining elements of the urban spatial structure.

There is a hierarchy of linkages moving up to regional roads and

railways and international connections by air and maritime

transport systems.

Urban transportation is organised in three broad categories of

collective, individual and freight transportation. In several instances,

they are complementary to one another, but sometimes they may be

competing for the usage of available land and transport

infrastructures.

7.3.2 TYPES OF TRANSPORT

7.3.2.1 Collective transportation (Public transit)

The purpose of collective transportation is to provide the public

accessible mobility over specific parts of a city. Its efficiency is based

upon transporting large numbers of people and achieving economics

of scale. It includes modes such as tramways, buses, trains, subways

and ferryboats.

7.3.2.2 Individual Transportation

Includes any mode where mobility is the outcome of a personal

choice and uses means such as the automobiles, pedestrian, cycles

and the motorcycle. The majority of people walk to satisfy their basic

mobility, but this number varies according to the city considered.

7.3.2.3 Freight Transportation

As cities are dominant centres of production and consumption,

urban activities are accompanied by large movements of freight. These

movements are mostly characterised by delivery trucks moving

between industries, distribution centres, and warehouse and retail

activities as well as from major terminals such as ports, railways,

distribution centres and airports.

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Historically, movements within cities tended to be restricted to

walking, which made medium and long distant urban linkages rather

inefficient and time-consuming. Thus, activity nodes tend to be

agglomerated and urban forms compact. Many modern cities have

inherited an urban form created under such circumstances, even

though they are no longer prevailing.

Urban transportation is thus associated with a spatial form

which varies according to the modes being used. What has not

changed much is that cities tend to opt for a grid street pattern. The

reasons behind this performance are relatively simple. A grid pattern

jointly optimises accessibility and available real estate. In an age of

motorization and personal mobility, an increasing number of cities are

developing a spatial structure that increases reliance on motorized

transportation, particularly the privately owned automobiles.

7.3.2.4 Rail transport

Rail transport is the most commonly used mode of transport in

India. The entire rail operation in the country is run by the state-

owned company, Indian Railways. The rail network traverses through

the length and breadth of the country covering a total length of 63,140

km (39,200 miles). It is one of the largest and busiest rail networks in

the world

7.3.3 TRANSPORTATION IN THE STUDY REGION

7.3.3.1 Road Transportation

Roads are a symbol of mobility. In the re-building of a region or

nation, roads play an important role. Whatever personal, principal or

national activities take place outside home are dependent on ordinary,

fast and cheap road transport. Roads make proper means available in

the advancement of agriculture industry, commerce, administration,

defence, education, health and other community activities. Road

transport is giving rise to the development of the foothills of the hilly

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regions. The roads have linked these towns to the villages due to

which, mutual give and take has become approachable and easy.

Through roads these towns got industrial and cultural

encouragement. These roads have given important contribution in the

transport system of these towns because rail transport comes to an

end in Kathgodam. And only road transport goes beyond it. These are

roads that prepare the framework of town morphology and play a very

important role in the form of main cultural organ.

Road transport is the main transport of Nainital and Haldwani-

Kathgodam towns. There are also pucca roads besides kuccha roads

in Nainital. Pucca roads are only main roads. Besides, kuccha roads

are seen here in large numbers. But, contrary to this, in Haldwani, all

the roads are pucca ones. In the beginning, all the roads were kuccha

in Nainital but the roads have been made pucca with the gradual

development of the town. These towns are linked with different hill

and plain towns and regions by roads. Here, bus facilities are

available for all the regions. Some services start from these towns and

some services start from other towns and link these towns. The

journeys undertaken within or outside the town on the basis of origins

and termination can be divided in to four categories (Singh O.P. 1971).

1. Journeys originating and terminating within the urban area.

2. Journeys originating in the urban area but terminating outside

the town.

3. Journeys originating outside the urban area but terminating in

the urban area.

4. Journeys originating from inside the town that do not originate

or terminate within the town.

The first type of journey is not much noticed in Nainital because

it is a hilly region. Here, people chiefly use their own vehicles or they

travel on foot. Here, occasionally, the use of taxis is noticed. Rickshaw

facilities are available from Tallital to Mallital only. City bus services

are not available for such type of journey. However, such type of

transportation is available in Haldwani-Kathgodam. In the town, city

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buses, taxis, auto rickshaws and rickshaws ply. For the convenience

of the passengers, many transport agencies have been working in this

area. To provide transportation facilities in both hilly and plain areas,

separate agencies are functioning. The buses of Uttarakhand

Transport Corporation ply within and outside the town. Mainly only in

Haldwani, the buses ply within the town while the facility of

journeying from the town to other places and states is also made

available by the buses of Uttarakhand Transport Corporation. The

number of such buses in Nainital is 39 while number of buses plying

to greater distance, for example, Delhi, Dehradun, Saharanpur,

Mussoorie etc. are 17 and the number of the buses covering a shorter

distance - Bhimtal, Bhowali, Haldwani etc. are 23. The number of the

buses in Haldwani-Kathgodam cover a much greater distance - Delhi,

Chandigarh, Karnaprayag, Dehradun, Bageshwar etc. are 61. The

number of buses covering a much shorter distance-Nainital Rudrapur,

Kashipur, Kaladhungi, Jaspur etc. is 26. Besides, buses coming from

other states also reach these towns among which Delhi Transport

Corporation (DTC), Haryana Transport Corporation, Uttar Pradesh

Transport Corporation are the main corporations.

7.3.3.2 Rail Transportation

In study region, the credit of the extension of railway tracks goes

to the British Government in the pre-Independence period. Keeping in

view, the importance of this region, metre gauge line was extended till

here. The extension of railway transportation had been done only up

to Haldwani-Kathgodam because Haldwani-Kathgodam is a foothill

town, and after that the hilly region starts. Nainital is one of the

important hill stations after which there is no extension of railway

transport. To reach Nainital, ‘Kathgodam’ is the last station

(terminus), thereafter, road transport is used to reach Nainital. In the

development of the town of Haldwani-Kathgodam railway transport

also plays an important role. Railway transport affects the

development and morphology of the town because it is helpful in

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transforming the infrastructure of the towns along with the

development. Every railway station gives birth to a small bazaar where

hotels and restaurants are established (Garnier, J. Views, 1967 Urban

Geography). Through railway tracks these towns are linked to distant

regions, which effect the development of the towns both directly and

indirectly. Railway stations to some extent are responsible for the

change in outer morphology of the town as no expansion of railway

track is noticed in the central parts of city; it became an area of high

population density due to high value of land and high density

residential area. Link other towns, in Nainital – Kathgodam the station

is similar about railway tracks and railway station which are noticed

in outer part of the town.

Kathgodam is the last railway terminal of North-East Railway

that was had laid in the year 1882 from Bareilly to Kathgodam.

Keeping in view the importance of stones and wood that was sent from

here, railway tracks had been extended up to here. Haldwani and

Kathgodam are separate railway stations. In Kathgodam, railway

yards, railway offices, railway residential houses are widely spread.

From here now there is direct train service to Delhi, Lucknow,

Howrah, Dehradun and Agra. Some special trains are also run from

here. At Haldwani and Kathgodam railway stations rush is noticed

only at the time of arrival and departure of trains. For the rest of the

time peace prevails here. In Haldwani and Kathgodam, for this

development of the railways its back-territory is responsible. It is the

only last railway station (Terminus) for hilly towns and areas of

Kumaon region and for this reason it is very important.

7.3.3.3 Air Transport

There is no facility of air transport in both the towns- Nainital

and Haldwani-Kathgodam. The nearest air transport facility from

these cities is in Pantnagar, 25 km from Haldwani-Kathgodam in

district Udham Singh Nagar.

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7.3.3.4 Other Means of Transport

Besides road transport in Nainital, ‘Human Transport’ is also

available. Due to being a hilly region, here coolies (porters) are the

main human transport. In some regions, where buses and other

vehicles cannot reach these porter are the means of transporting

freight. They are also cheaper than taxi. Consequently the residents of

Nainital took mainly the services of porters instead of a taxi up to

1991 to transport their luggage. Besides, ‘dandi’ and ‘hand-rickshaws’

were also some of the main transports. People used it for going from

one place to another. Use of ‘dandi’ came to an end with the growing

development.

7.4 Traffic Flow

7.4.1 NAINITAL TOWNSHIP

The highest traffic flow among the towns of Nainital and

Haldwani-Kathgodam is noticed in Haldwani-Kathgodam. From the

point of view of traffic flow, it has grown rapidly on roads of the town

of Nainital. The town of Nainital being a hilly town has both types of

roads, kuccha and pucca. But here more traffic flow is noticed only on

main roads. Other roads are not so important from the point of view of

traffic flow. Haldwani Road, Mall Road, Bhowali Road and Kaladhungi

Road are the main roads of the town of Nainital. It was known from

the study of the data that every year traffic flow is growing rapidly on

these roads. It is evident from the study of the table 7.4 that in 1991 a

total 465 vehicles per day plied on Haldwani Road, which included 34

heavy vehicles, 327 four-wheelers and 104 two-wheelers. On Mall

Road, a total of 500 vehicles plied. Out of these 15 were heavy

vehicles, 346 four-wheelers and 139 two-wheelers. There was traffic

flow of 280 vehicles on Bhowali Road out of which 19 were heavy

vehicles, 201 four-wheelers and 68 two-wheelers. A total 332 vehicles

plied on Kaladhungi Road out of which 16 were heavy vehicles, 257

were four-wheelers and 59 were two-wheelers. It was known from the

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study of the data of 2007 that in Nainital due to the growing inflow of

tourists, the traffic flow does not remain uniform throughout the year.

It is generally high only in summers. On seeing the table of the data of

2007, we find that the highest traffic flow is noticed on Mall Road. On

the basis of data, every day there is a flow of 1672 vehicles out of

which 33 are heavy vehicles, 1018 are four-wheelers, and 621 are two-

wheelers. After Mall Road, second comes Haldwani Road from the

point of view of traffic flow where 84 were heavy vehicles, 880 were

four-wheelers, and 408 were two-wheelers. The total number of

vehicles plying on Kaladhungi Road was 1008 out of which 42 were

heavy vehicles, 650 were four-wheelers and 316 were two-wheelers.

The lowest traffic flow was noticed for four-wheelers was 477 and two-

wheelers was 64.

On Mall Road, the main reason for the higher traffic flow is the

entry of vehicles from all other roads. This road is the main road of

Nainital. All the tourists coming to Nainital pass through this road. On

studying the table 7.4 it is obvious that in the last 17 years there has

been a heavy growth in traffic flow in the town of Nainital. The reasons

attributed for the growth in traffic is the growing tourism in Nainital

and urbanization of the town. The number of tourists visiting here has

increased tremendously in the last few years. Estelar


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Table 7.4 Flow of traffic (vehicles/day) in Nainital township

Name of Crossing Truck & Buses

Four Wheelers

Two Wheelers Total

Traffic Flow 1991

Haldwani Road 34 327 104 465

Mall Road 15 346 139 500

Bhowali Road 19 201 68 288

Kaladhungi Road 16 257 59 332

Source: S. Singh (2004)

Traffic Flow 2007

Haldwani Road 84 880 408 1372

Mall Road 33 1018 621 1672

Bhowali Road 57 477 364 898


Source: Field Work Estelar


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Map 7.1

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Map 7.2

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Map 7.3

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7.4.2 HALDWANI-KATHGODAM TOWNSHIP

In comparison to Nainital, more traffic flow was noticed in

Haldwani-Kathgodam. Being the main town of Kumaon region more

traffic flow is noticed here. Here, inter-town transport is also noticed.

The main roads are: Nainital Road, Bareilly Road, Kaladhungi Road

and Rampur Road. Besides, Tanakpur Road and Gola Paar are

bypasses, on which less traffic flow is noticed on Tanakpur road. On

Gola Paar bypass, the flow of heavy vehicles was higher.

On seeing the table, we come to the conclusion that in the last

27 years, traffic flow has grown very rapidly. The reason for this is the

growing urban development.

On the basis of the data of 2007, the highest traffic flow was

noticed on Nainital Road. On this road, everyday a total of 3006

vehicles ply out of which 380 are heavy vehicles, 1789 four-wheelers

and 1837 two-wheelers. On the basis of the data of 1981, Bareilly

Road was the road with the highest traffic flow. However, at present

Nainital Road is the road with the highest traffic flow. Its main reason

is growth in tourism. On this road, besides Nainital, the vehicles going

towards other hilly regions such as Almora, Ranikhet, Bhimtal,

Mukteshwar, etc. also ply due to which, traffic flow is higher here.

This road is the main road leading to the hilly region. In Haldwani-

Kathgodam region another road with voluminous traffic flow is

Bareilly Road. Everyday, a total of 2293 vehicles pass by, out of which

339 are heavy vehicles, 1249 are four-wheelers and 705 are two-

wheelers (Table 7.5). The higher traffic flow at this point is mainly

because Gola bypass road meets here. The Bareilly Road leads to plain

areas from Haldwani. As such traffic going to and returning from

Lucknow passes through this road. From the foothills this road leads

to the plains. Here the rush of passengers and tourists going towards

Nainital, Almora increase the traffic flow. Thereafter, on Rampur Road

there is also a higher flow of tourists coming from plains to Nainital.

This road leads to Moradabad, Ghaziabad and Delhi due to which

there is heavy flow of vehicles here. On this road 2250 vehicles ply

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every day, out of which 461 are heavy vehicles, 1091 are four-wheelers

and 698 are two-wheelers. Rampur Road is another busy road of

Haldwani. On Kaladhungi Road, there is less traffic flow in

comparison to other roads because this road leads to Haridwar-

Kashipur, Kaladhungi and small foothill towns. Consequently, there is

less flow of vehicles here. On Kaladhungi Road 2231 vehicles ply daily

out of which the number of heavy vehicles is 251, that of four-

wheelers is 1214 and that of two-wheelers is 766 (Table 7.5).

Table 7.5 Flow of traffic (vehicles/day) in Haldwani township

Name of Crossing Truck

& Buses

Four Wheelers

Two Wheelers Total

Traffic Flow 1981 (Haldwani Town) Nainital Road 63 31 26 120


Rampur Road 71 37 32 140

Bareilly Road 82 67 51 200

Source: R. Upreti (1987)

Traffic Flow April 2007 (Haldwani Town)

Nainital Road 380 1789 837 3006


Rampur Road 461 1091 698 2250

Bareilly Road 339 1249 705 2293

Source: Field Work

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Map 7.4

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Map 7.5

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Map 7.6

Estelar

chapter 7 urban migration and urban transportation...

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