Logistics and Transportation Vision for Odisha

LOGISTICS & TRANSPORT VISION FOR ODISHA : 

LOGISTICS & TRANSPORT VISION FOR ODISHA VISION 2025 Author:devasissarangi@gmail.com

New Growth Centres : 

New Growth Centres

Where to from here? : 

Where to from here?

Transport sector activities - Framework : 

Effectiveness – “doing the right thing” Efficiency – “doing the thing right” Informs Reporting Transport sector activities - Framework

Need to Consider a Range of Strategies : 

Need to Consider a Range of Strategies National & State transportation policies Elimination of Fuel Subsidies Road User Charging Transport sector spending shift: Roads, Public transport, Freight strategies Pay-as-you-drive insurance Urban Motorways Express Highways Railways High Speed Passenger High Speed Freight Rural roads Urban Public Transport Projects Bus Rapid Transit Metro/LRT Travel Demand Management Non motorized transportation

What we currently have and need to improve a lot – Need to think 8-10 lanes expressways not just fourlaning as at present : 

What we currently have and need to improve a lot – Need to think 8-10 lanes expressways not just fourlaning as at present

Road to the future of Remote Odisha : 

Road to the future of Remote Odisha

Road to the future of Rural Odisha – Expressways : 

Road to the future of Rural Odisha – Expressways

Slide 9: 

NEED OF EXPRESSWAYS CONNECTING ODISHA’s CITIES AND TOWNS

Traffic Control and Surveillance System on Speed Highways – Need to factor this while costing too : 

Traffic Control and Surveillance System on Speed Highways – Need to factor this while costing too Emergency Telephone every 2 Kms CCTV for Traffic Surveillance / Vehicle Detector Traffic Control and Monitoring System Speed Detection and Display

Issues : 

Issues Traffic Congestion Accidents Land Slide Flood

Solution – Traffic Management System : 

Solution – Traffic Management System

Case Handling : 

Case Handling

Highway Information Terminal : 

Highway Information Terminal Automatic Congestion Detection System

Bus Rapid Transport (The First Step……) : 

Bus Rapid Transport (The First Step……) Within cities Phase 1 Bhubaneswar Puri Cuttack Phase 2 Berhampur Sambalpur Rourkela Phase 3 All other major towns Connecting Cities (Point to Point) Phase 1 Bhubaneswar -Puri Bhubaneswar –Cuttack Phase 2 Cuttack – Jajpur Road Bhubaneswar – Khurda Road Khurda Road – Berhampur Phase 3 All towns within 80 kms Along the coast

Bus Rapid Transit GHG Impacts : 

Bus Rapid Transit GHG Impacts Mode switching Higher vehicle speeds Fewer vehicle-km by buses & other motor vehicles Switch to lower carbon fuel / more efficient buses Ease of collecting/presenting information Utility of data collection process to system management Translatable into likely co-benefits Project likely to succeed in reducing CO2 for the lowest price

Post-Project Impacts of BRT : 

Post-Project Impacts of BRT Indirect Impacts of BRT Project Investment demonstration effects changes in land use induced by project ‘network effects’ due to expansion of project

Systems Approach to BRT Implementation : 

Systems Approach to BRT Implementation

Organizational of Stakeholders : 

Organizational of Stakeholders

Intelligent Infrastructure Applications : 

Intelligent Infrastructure Applications Intelligent Infrastructure

Proposed Architecture of BRTS Centre : 

Proposed Architecture of BRTS Centre

Bus System Architecture : 

Bus System Architecture

A typical cost structure for a similar city in India – Indore a Case Study : 

A typical cost structure for a similar city in India – Indore a Case Study

Slide 28: 

Estimated cost of creating infrastructure = Rs. 654.95 Cr. Estimated cost for Operation and service Facilities= Rs. 213.20 Cr. Total project cost (A+B) = Rs. 868.15 Cr. Phase I = Rs. 492.06 Cr. Phase IA = Rs. 376.09 Cr.

Sources for the Total Project Outlay : 

Sources for the Total Project Outlay • Grant from Central Govt under JNNURM scheme (50%) • Grant under JNNURM by State Govt.(20%) • Contribution from SPV with Share from other Agencies IMC, IDA and MPPWD (30%). SPV to generate its 30% Share through Public Private Partnership: Private Bus Operators Advertising Agencies Vendors for Ticketing GPS System 200 Crores would be generated by PPP and the balance 60.45 Crores to be contributed by I.D.A. and I.M.C. -RS. 434.07 CR -Rs. 173.63 Cr. -Rs. 260.45 Cr. Total Rs. 868.15 Cr.

Procurement options : 

Procurement options

Value-for-money analysis : 

Value-for-money analysis An analytical approach to estimating the relative merit to the government of alternative procurement and financing options Takes account of the transfer of risk from government No formal analysis undertaken in current study, but approach is outlined Illustration of a hypothetical analysis is shown below

Effect of induced traffic on BTS external benefits – need for policy framework : 

Effect of induced traffic on BTS external benefits – need for policy framework

Slide 33: 

Bikeways Need To Be Integrated While Planning Especially In City / Village Limits Sustainable and Healthiest Option

Slide 34: 

BASIC URBAN BIKEWAY TYPES

Potential Bicycle Projects & Policies : 

CCAP, IISD, CC&D August 25, 2004 35 Potential Bicycle Projects & Policies Bicycle projects could include bike lanes segregated bikeways parking facilities promotional activities incentives bicycle signage traffic signal improvements Comprehensive package The measures above plus extensive connectivity in the bicycle network

International Comparison : 

CCAP, IISD, CC&D August 25, 2004 36 International Comparison

Cost Assumptions : 

CCAP, IISD, CC&D August 25, 2004 37 Cost Assumptions Infrastructure Costs Range: $70 - $100K+ per km of bikeway (GEF, SECTRA) Other determining factors lighting, maintenance, signs, intersection modifications, traffic signaling, enforcement, cost sharing arrangements, etc. Bike Lanes cost only 5% of segregated bikeways (SECTRA) CDM-Related Costs and Benefits Emission credit value: We assume $5/tonne for calculations Monitoring costs? CDM project cycle costs? Cheaper if small scale projects are bundled? Co-benefits not included

Slide 38: 

J. Hunt 38 Benchmarking - Top 11 Bike Cities in the World Scored off of : Engineering, Encouragement, Evaluation & Planning, Education, Enforcement

Slide 39: 

BIKEWAY OPTIONS

Slide 40: 

Suburban arterial: bike lanes

Slide 41: 

Place bike lane between parking and travel lanes

Slide 42: 

Colored bike lanes Ride on the street Psychological separation Novice cyclists more likely to ride in bike lane, not on sidewalk Street appears narrower; motorists drive slower

Slide 43: 

A/C can be dyed (stamping not needed)

Slide 44: 

Colored bike lanes can be a traffic-calming technique: roadway appears narrower Other elements also add “friction”

Slide 45: 

Brick street, concrete bike lanes

Slide 46: 

Buffered bike lanes

Slide 47: 

Double bike lane

Slide 48: 

Raised Bike lane Combines the convenience of riding on the street with more psychological separation Mountable curb

Slide 49: 

Convenience of riding on the street + psychological separation of a barrier Mountable curb allows cyclists to leave bike lane for turning or overtaking Motorists feel bump when they stray into curb Novice bicyclists more likely to ride in bike lane than on sidewalk Raised Bike lane

Slide 50: 

Swiss example

Slide 51: 

Drainage grates in roadway

Slide 52: 

US example: Bend OR

Slide 53: 

Cycle track Why does it work here?

Slide 54: 

4-54

Slide 59: 

J. Hunt 59 For the Elderly Electric Bikes already exist $1500 $500 Features: 20 mph 30 miles Less than 25 cents/day 8 hr charge Wal-Mart $400 bike Conversion Kit New E-Bikes $1500

Solution for congested citiesMetro for JNURM cities / towns of Odisha : 

Solution for congested citiesMetro for JNURM cities / towns of Odisha Phase 1 Bhubaneswar Puri Phase 2 Cuttack Berhampur Sambalpur Phase 3 All other major towns

Jaipur Metro Plan – A Case Study : 

Jaipur Metro Plan – A Case Study

Slide 68: 

Since, the number of commuters to be dealt is relatively less in Medium Metro System, its trains consist of 3 Coaches (which can be increased to 6 Coaches in future) and other related infrastructure is also of a smaller size. For medium capacity Metro systems, the train generally comprises 3 to 6 coaches with ultimate train headway of about 3 minutes. The other related infrastructure, e.g. civil works, stations, passenger-handling equipment etc. should also planned accordingly. Heavy capacity metro systems have to deal with large traffic densities ranging from 50,000 to 80,000 phpdt. In view of the present and projected phpdt on the proposed corridor a mix of Light and Medium Metro system will suit.

Advantages of a Metro system : 

Advantages of a Metro system Metro systems are superior to other modes because they provide higher carrying capacity, faster, smoother and safer travel, occupy less space, are non-polluting and energy-efficient. To summarise, a Metro system: Requires 1/5th energy per passenger km compared to road-based system (ii) Causes no air pollution in the city (iii) Causes lesser noise level (iv) Occupies no road space if underground and only about 2 metres width of the road if elevated (v) Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private motor cars (either way), if it is a light capacity system. (vi) Is more reliable, comfortable and safer than road based system (vii) Reduces journey time by anything between 50% and 75% depending on road conditions.

Technical Specifications : 

Technical Specifications

Communication & Incident Managementshould also be factored in while costing : 

Communication & Incident Managementshould also be factored in while costing

Flexible Communication : 

Flexible Communication Emergency Broadcast to passengers Live PA Broadcast Trainborne Display Please Stay Calm ……. Trainborne Alarms Combined Voice & Data

Incident Management : 

Incident Management Grouped Data or Voice Communications for Incident Management Base Station Incident Area

Incident Management : 

Incident Management Grouped Data or Voice Communications for Incident Management Base Station Incident Area

Emergency CommunicationPEC: Passenger Emergency Communication : 

Emergency CommunicationPEC: Passenger Emergency Communication Control Centre PEC Passenger Low priority calls Lower Priority On Hold

Remote Data Upload/Download : 

Remote Data Upload/Download Crew Member Train Fleet Depot Control Centre Voice Comm. Data Files Download Alarm Data

Typical Radio System Connectivity : 

Typical Radio System Connectivity Control Centre Station Station Depot Control Train Train Train Portable Portable Portable Portable Train Station Boundary Station Boundary Depot With Authorisation Trunk Line Direct access PSTN Other Networks ISI

DMRC TETRA CONFIGURATION : 

DMRC TETRA CONFIGURATION

Radio Dispatcher : 

Radio Dispatcher

Radio Dispatcher : 

Radio Dispatcher

Dispatcher – Train Table View : 

Dispatcher – Train Table View

Train Cab Radio : 

Train Cab Radio Handset Display Radio Panel

Slide 92: 

I/O CPU DC/DC TRIU I/O CPU DC/DC TRIU TRCP MR MR TRCP Fall Back Link Trainborne Radio Equipment consists of Mobile Radio Train Radio Control Panel Train Radio Interface Unit Implemented in the Front and Rear cab Fall Back connection to Rear cab Operating in the standby mode to the Front cab Trainborne Radio Equipment Architecture

Slide 93: 

Call Features Individual Call Group Call Emergency Call Direct Mode Operation (DMO) Call Telephone Interconnect Call Train Radio Communication Capability Call Matrix Train Radio - OCC Train Radio - DCC Train Radio - Train Radio Train Radio - EPABX Train Radio - Hand Portable

Direct Mode Operation : 

Direct Mode Operation

Slide 95: 

Advanced Transit Private Utility A New Business Model for Urban Transportation could also be considered at some location where traffic is relatively less for a Metro

Technology Overview – PRT Fundamentals : 

Technology Overview – PRT Fundamentals Fundamental elements of PRT technology: On-demand, non-stop, origin-to-destination service Small, automated vehicles Small, exclusive use guideways Off-line stations Network of connected guideways Combines elements of automotive, computer, network and transit technologies Uses current state-of-the-art technologies including: Advanced propulsion systems On-board switching and guidance High speed controls and communication Lightweight advanced materials PRT represents a new option for sustainable, effective urban transportation providing higher access and service at a lower cost than current transit options.

A New Paradigm –Distributed Demand, Small Infrastructure : 

A New Paradigm –Distributed Demand, Small Infrastructure Conventional Guideway Transit Compact travelers into a few large vehicles Large guideway, large posts Scheduled service, long vehicle headways Higher costs, higher visual impact Personal Rapid Transit Distribute travelers among many small vehicles Small guideway, small posts On-demand service, short vehicle headways Lower costs, lower impact

Potential PRT Applications : 

Potential PRT Applications Urbanized Area: Central Business District circulator High density area connector Feeder to existing transit stations/hubs Connector/distributor from satellite parking facilities Potential alternative to LRT, BRT or Monorail development or expansion Urban goods and light freight movement Activity Center/Campus: Circulator within entertainment/tourism district Circulator within/between college or business campuses Airport landside and airside access Feeder to existing transit stations/hubs Connector/distributor from satellite parking facilities

Small Infrastructure Benefits : 

Small Infrastructure Benefits Potential installation along: Median or shoulder along commercial arterials or thoroughfares Curb line of major streets Minimizes environmental impact: Quiet operation Low vibration Small visual impact No direct emissions Small stations allow: Installation in building interiors Free standing structures Integrated into new additions Appropriate access: Focused on major attraction points Distributed parking feeders Don’t need last mile residential access to be successful

Moving Forward – PRT as Full Option for Urban Transportation : 

Moving Forward – PRT as Full Option for Urban Transportation Conventional transit guideway systems have difficulty providing urban scale service due to limitations including: Custom designs Limited standards and interoperability Limited scalability Expensive and disruptive implementation Required transfers between line haul segments Service reductions for station additions To achieve the promise of an urban transportation solution, PRT will need to: Avoid custom designs and vendor specific solutions that limit scalability, require transfers, increase complexity Adopt standards and commercial business models that provide increase revenue potential and decreased costs

Vision for the Future PRT - The Network Utility Model : 

Vision for the Future PRT - The Network Utility Model PRT has the opportunity to develop a new business model with the potential to SCALE beyond the limited access of fixed guideway transit The model is founded on the success of other commercial network businesses such as: Telephone Internet Cell Phones Cable These network industries are founded on several fundamental principles: Open standards Mass production and economies of scale Multiple suppliers and providers Government regulation of public access and right of way Market pricing Open competition Private funding Transit can also follow these network successes if the fundamentals are applied to a common technology

The Transportation Utility Vision : 

The Transportation Utility Vision Recognition of the strengths in the public and private sectors Public Sector Public interest outlook Safety and security Collective funding mechanisms Performance standards Private Sector Innovation and technology development Cost management and efficient operations Mass production and competitive sourcing Real estate development Leveraging of capital Technology standards

The Transportation Utility Model : 

The Transportation Utility Model

Public Authority : 

Public Authority Public Authority Functions: Sells or grants public access/right-of-way through franchises Develop and oversee performance standards compliance Insure safety, security, equal access Manage fare policy and costs of developer/service provider Manage central operations provider Provide supplemental funding Creation and Operation Multi-jurisdictional representation and authority for a region Generally chartered by the State Taxing and bonding authority Integrated charter with regional land use and transportation planning authorities

Transit Utility : 

Transit Utility Private Transit Utilities One or more utilities for a region License to operate transit system from regulator Own and operate the transit network in the franchise area Own the land or acquire air-rights to install guideways in franchise area Private corporation with bonding and multiple funding sources Ownership by potential consortium of local land owners, developers, investors and public entities Build and operate against public standards Interoperability standards with other utilities Contract with manufacturers to build and install guideways, stations, vehicles and systems Contract with central operations provider for system management and control

Increased Revenue and Value with Private Utility : 

Increased Revenue and Value with Private Utility Increased Real Estate Value Increased floor area ratio (FAR) is allowed if property is served by transit Increased FAR allows higher revenue per property and overall value Increased value due to attractiveness from access to transit Real Estate Value Capture Options Directly captured by Utility through ownership of stations and surrounding areas Captured by consortium of land owners as investors in the Utility Returned to Utility as private investments by consortium Potential real estate taxing district Other Revenue Station Fees from local developers to install stations and off-line guideways as an aid to development Station revenue from advertising and retail services Cargo Services Fare Revenue Right-of-Way Fees Supplemental Public Support

MTR Corporation – Hong Kong Transit Utility – A case study : 

MTR Corporation – Hong Kong Transit Utility – A case study Operates as a private transportation and development corporation regulated to operate in Hong Kong Competes with other rail and bus transit operators Evolved from a government entity in 2000 Railway Operations One of the most efficient operators in the world Privately funded and publicly regulated 50 year public franchise, 76% public ownership MTR Stations, Property and Development Highly commercial stations with multiple revenue generators Owns and operates residential and retail properties above and adjacent to stations Directly or cooperatively develops property around stations

MTR Performance – A Best Case Example : 

MTR Performance – A Best Case Example

MTR By the Numbers : 

MTR By the Numbers Railway Operations 2.5 million daily passengers 867 million annual passengers 1074 rail cars 53 stations 57 miles of track Efficient Operations MTR $4.5/rail-car-mile US Metro Average $8.2/rail-car-mile Powerful 2006 Financials Average fare $0.95 Total Operating Expense $555 Million Total Fare Revenue $834 Million Total Operating Revenue $1,220 Million Gross Operating Profit $665 Million Net Property Profit/Taxes/Depreciation $327 Million Net Profit $992 Million

Odisha Missing in the Potential HSR corridor in presentation given to World Bank : 

Odisha Missing in the Potential HSR corridor in presentation given to World Bank

The Case for High Speed Rail : 

The Case for High Speed Rail • Increase capacity for Economic & Smarter Growth – Draw from larger labour markets – Expands geographic scope of face-to-face networks among collaborating innovators – Frees up air capacity for long haul trips – Expands the market that can be reached in one business day – Aggregates economic capability at the mega regional scale – Reach larger markets in same day business travel • Reduces greenhouse gases – Lead the nation on climate action On a per passenger basis, High Speed Rail is 8% more energy efficient than airlines & 17% more efficient than autos • Reconnect and revitalize older industrial towns

Slide 112: 

High Speed Rail System in Asian Countries…. Japan : Shinkansen Korea: KTX Taiwan: HSR 700T China: CRH Systems How to get the best rail at the best price

Options for Odisha High Speed Passenger Rail? : 

High Speed Rail in Japan-New Train set N700 Series Shinkansen System: The most frequent service in the world. Helped local cities to grow. Initial construction cost paid off in 7 years of revenue service. Show competitiveness to airlines up to around 600 miles distance. Options for Odisha High Speed Passenger Rail? New Vehicle Development by Korean Car Builder, Hyundai-Rotem KTX-350 Max. Speed:350 Km/h Between Seoul and Busan TGV based design. Total 46 train sets: 12 trains by Alstom 34 trains by Hyundai-Rotem Max Speed: 300 km/h High Speed Rail in Korea Original KTX by Alstom Design

Slide 114: 

High Speed Rail in Taiwan HSR 700T Series Opened: January 5, 2007 Total length: 345 km Max Speed: 300 km/h 12 car trains, total 30 train sets High Speed Rail System in China CRH-1 by Bombardier Mid to Long Range Rail Transportation Improvement Plan is on-going. 200 – 250 km/h Lines: Mostly dedicated for passenger services. 350 km/h Lines: Dedicated for passenger services

Slide 115: 

High Speed Rail System in China CRH-2 by Kawasaki High Speed Rail in China CRH-3 by Siemens High Speed Rail in ChinaCRH-5 by Alstom CHINA HAS THE BEST OF SUPPLIERS!!!!!

Freight Solutions : 

Freight Solutions Phase 1 Along the coast connecting all Ports Joda – Dhamra Talcher/Angul – Paradeep Phase 2 Other mineral belts to ports connectivity

What is envisaged but not implemented : 

What is envisaged but not implemented

Slide 119: 

DEDICATED FREIGHT CORRIDOR NETWORK MUMBAI DELHI CHENNAI KOLKATA LUDHIANA VIJAYAWADA Sanctioned projects Unsanctioned projects VASCO DELHI LUDHIANA MUMBAI DELHI

Slide 120: 

120 Height Width 5.1m Western Corridor Eastern Corridor Moving Dimensions Container Stack Train Length Train Load Indian Railway DFC Routes Western Corridor Eastern Corridor Basic Design Features

Slide 121: 

121 Heavier Axle Loads Axle Load Track Loading density Indian Railway DFC Routes Maximum Speed Grade Upto 1 in 100 1 in 200 Basic Design Features Contd..

Slide 122: 

What Is Needed

Inter Modal Transport : 

Inter Modal Transport

What is Unaccompanied Combined Transport? : 

What is Unaccompanied Combined Transport?

Advantages : 

Advantages Competitive on Routes exceeding 500 Kms

Traffic Congestion via Gateway : 

Traffic Congestion via Gateway

Rolling Highway : 

Rolling Highway

What is Rolling Highway? : 

What is Rolling Highway?

Advantages : 

Advantages

Transport Solution between major cities – A case of High Speed Rail : 

Transport Solution between major cities – A case of High Speed Rail Phase 1 Bhubaneswar to Calcutta Bhubaneswar to Hyderabad Bhubaneswar to Chennai Phase 2 Bhubaneswar to Ahmedabad

Inland Water ways to utilize our rivers for logistics and transportation : 

Inland Water ways to utilize our rivers for logistics and transportation

Slide 132: 

132 B A Y OF B E N G A L DIAMOND HARBOUR HIJILI TIDAL CANAL ORISSA COAST CANAL DHAMRA TALCHER R. MAHANADI R. BRAHMANI O RI S S A J H A R K H A N D WEST BENGAL HALDIA GEONKHALI CUTTACK PARADEEP ( PORT) CHARBATIA MANGALGADI EAST COAST CANAL MATAI RIVER MAHANADI DELTA Proposed National Waterway (No 5) KOLKATTA East Coast Canal with Brahmani river & Mahanadi delta Length - 623 km Development cost- Rs 1526cr (at 2002 prices) Status: Bill introduced in Parliament

Slide 133: 

Moving the nation’s commodities Barges are ideal for hauling bulk commodities and oversized or overweight equipment: America’s Inland Waterways: An “Inland Marine Highway” for Freight Transportation Coal Petroleum Iron & Steel Project cargoes Grain Chemicals Aggregates Intermodal containers

Slide 134: 

Waterways provide great cargo capacity and move freight more safely than truck or rail. In fact, they carry the equivalent of 58 million truck trips per year, with room to spare. If waterborne cargo were diverted to highway or rail: Truck traffic would double on the Interstates Rail tonnage would increase 25% Advantages of Inland Waterways Transport: Easing Rail and Highway Congestion in Our Communities

Slide 135: 

Inland barges produce less carbon dioxide while moving America’s cargoes. In terms of CO2 produced per ton of cargo moved, inland barges have a significant advantage over trains and trucks. Advantages of Inland Waterways Transport: The Greener Way to Go Tons of CO2 per Million Ton-miles

Slide 136: 

Inland waterways transport generates fewer emissions than rail or truck per ton-mile. Barge transportation generates the lowest emissions as measured in grams per ton-miles in four standards tracked by the EPA: Advantages of Inland Waterways Transport: Safeguarding Our Health and the Environment PM 0.011164 HC 0.01737 CO 0.04621 NOx 0.46907 PM 0.01621 HC 0.02423 CO 0.06445 NOx 0.65423 PM 0.018 HC 0.020 CO 0.136 NOx 0.732 Particulate matter (PM) Hydrocarbons (HC) Carbon monoxide (CO) Nitrogen oxides (NOx)

Slide 137: 

Inland waterways transport moves hazardous materials safely. Overall, spill rates remain low. Trucks lose 6.06 gallons per one million ton-miles, rail cars 3.86 gallons and barges 3.6 gallons per one million ton-miles. Advantages of Inland Waterways Transport: Safeguarding Our Health and the Environment Rate of Spills inGallons per Million Ton-miles Spills of More Than1000 Gallons

State Waterways : 

State Waterways The NEXT step…..

What needs to be kept in mind while making the coastal super expressway, dedicated multimodal freight transport and high speed passenger rail transport all along the coast………… : 

What needs to be kept in mind while making the coastal super expressway, dedicated multimodal freight transport and high speed passenger rail transport all along the coast…………

Existing highwayline : 

Existing highwayline

Marine National Parks and Wild Life sanctuaries : 

Marine National Parks and Wild Life sanctuaries

Slide 143: 

Illustration of different CRZ areas along the coast Coastal Regulation Zone (CRZ), as indicated below: i) Area up to 500 metres on the landward side from the High Tide Line (HTL) and the land between the Low Tide Line (LTL) and the HTL is included in CRZ. ii) Area on both sides of tidal influenced rivers, creeks and backwaters from the HTL is included in CRZ. The width of the CRZ area is 100 metres from the HTL or the width of the creek, river or backwater whichever is less. iii) CRZ area along rivers, creeks and backwaters is up to the extent of tidal influence that is determined by the salinity of water up to 5 ppt or more. These zones have been categorized into four zones namely CRZ I (Ecologically sensitive areas like mangroves), CRZ II (Developed areas), CRZ III (undeveloped areas) and CRZ IV (A &N and Lakshadweep islands).

Mangrove formations along the Orissa coast : 

Mangrove formations along the Orissa coast

Slide 145: 

Cultural and Archaeological sites identified for conservation

Height of Storm Surge along Odisha Coast : 

Height of Storm Surge along Odisha Coast

Slide 147: 

Vulnerability of the coastal districts of Orissa due to Tropical Cyclone

No of villages and the population at risk within 0-5 km, 5-10 km and 10-15 km from the sea (buffer zones) in the six coastal districts. : 

No of villages and the population at risk within 0-5 km, 5-10 km and 10-15 km from the sea (buffer zones) in the six coastal districts.

Slide 149: 

Erosion at Puri in between Lighthouse & Sterling Hotel beaches (photo taken on 25th September 2007).

Slide 150: 

Erosion in the seaward side of Embankment at Pentha (Photo taken on 15th November 2007)

Slide 151: 

SOLUTION - WOVEN GEOTEXTILES

Trains along the Coast : 

Trains along the Coast View from Train along coast - India Outside India – High Speed along coast

Slide 167: 

QUESTIONS???