integrated mobility plan for gurgaon manesar urban complex mobility plan for gurgaon... · a-2...

Department of Town and Country Planning (DTCP), Government of Haryana

December 2010

Integrated Mobility Plan for Gurgaon Manesar Urban

Complex

Support Document

5th Floor ‘A’ Wing, IFCI Tower

Nehru Place New Delhi 110019

www.umtc.co.in

Integrated Mobility Plan for Gurgaon- Manesar Urban Complex

TABLE OF CONTENTS 1 PRIMARY DATA COLLECTED ............................................................................. 2

1.1 Traffic Surveys Conducted .............................................................................. 2 1.2 Survey Schedule .......................................................................................... 2 1.3 Road Network Inventory ................................................................................. 6 1.4 Screen - line Volume Counts ............................................................................ 7 1.5 Cordon Volume Counts & RSI Surveys .................................................................. 9 1.6 Road Side Interview Surveys ........................................................................... 13 1.7 Occupancy ................................................................................................ 15 1.8 Intersection Classified Volume Counts ............................................................... 17 1.9 Speed and Delay Surveys ............................................................................... 31 1.10 On- street Parking Surveys ............................................................................. 34 1.11 Off - Street Parking Surveys ........................................................................... 37 1.12 Pedestrian Crossing Count Surveys .................................................................... 37 1.13 Pedestrian Count Along the road ...................................................................... 38 1.14 Pedestrian Count Across the road ..................................................................... 39 1.15 Household Travel Surveys .............................................................................. 39

2. DEVELOPMENT PLAN FOR GMUC- 2021 ............................................................... 46

3. LIST OF PROPOSED SPECIAL ECONOMIC ZONES IN GURGAON DISTRICT ....................... 50

4. PROPOSED MAJOR EMPLOYMENT CENTERS IN GMUC .............................................. 52

5. POPULATION AND EMPLOYMENT PROJECTION FOR HORIZON YEARS .......................... 56

5.1 Aggressive Scenario ........................................................................................ 56 5.2 Moderate Scenario ......................................................................................... 57 5.3 Realistic Scenario .......................................................................................... 59

6. DEVELOPMENT OF URBAN TRANSPORT DEMAND MODEL ......................................... 76

6.1 Base Year Model Development ........................................................................... 76

7. ENVIRONMENTAL ASSESSMENT ......................................................................... 89


LIST OF TABLES Table 1.1 Traffic Survey Schedule ..................................................................................... 3

Table 1.2 Type of Carriageway ......................................................................................... 7

Table 1.3 Equivalency factors for Various Types of Vehicles on Urban Roads ................................... 8

Table 1.4 Summary of Screenline Counts ............................................................................. 9

Table 1.5 Summaries of Cordon Counts .............................................................................. 11

Table 1.6 Morning Peak and Evening Peak Observed at Outer cordon Points ................................... 12

Table 1.7 Composition of Traffic plying on Outer Cordon points (24 Hrs) ....................................... 12

Table 1.8 Sample Size for Outer Cordon Points ..................................................................... 13

Table 1.9 (a) Trip Frequencies by location on Outer Cordon Points.............................................. 14

Table 1.9 (b) Trip Frequencies by modes on Outer Cordon Points ............................................... 14

Table 1.10 Purpose of Journey on Outer Cordon Points............................................................ 15

Table 1.11 Average Occupancy by vehicle type on Outer Cordon Points ........................................ 16

Table 1.12 Percentages of Trips Originating and Destining between Sectors ................................... 17

Table 1.13 Speeds along Roads in the Study area during peak hours ............................................ 31

Table 1.14 Speeds along Roads in the Study area during off-peak hours ........................................ 33

Table 1.15 PCE Values Adopted for Various Vehicle Types ........................................................ 34

Table 1.16 Parking Accumulations .................................................................................... 35

Table 1.17 Location-wise Parking Durations of Vehicles Parked .................................................. 36

Table 1.18 Summaries of Parked Vehicles ........................................................................... 36

Table 1.19 Peak Parking Demand estimated at off- street parking survey locations .......................... 37

Table 1.20 Peak Pedestrian Count along the roads ................................................................. 39

Table 1.21 Peak Pedestrian crossings across the roads ............................................................ 39

Table 1.22 Distribution of Household size ........................................................................... 40

Table 1.23 Distribution of Average Household Income ............................................................. 41

Table 1.24 Average Vehicle Ownership ............................................................................... 42

Table 1.25 Mode Share Observed (All modes) ....................................................................... 42

Table 1.26 Motorised mode share ..................................................................................... 42

Table 1.27 Average Trip Length ....................................................................................... 42

Table 1.28 Average trip purpose ...................................................................................... 44

Table 2.1 Proposed Land Use Distributions for GMUC (2021) ...................................................... 46

Table 5.1 Projected Population and Employment under ‘Aggressive Scenario’ ................................ 56

Table 5.2 Projected Population and Employment under ‘Moderate Scenario’ .................................. 58

Table 5.3 Projected Population and Employment under ‘Realistic Scenario’ ................................... 59

Table 6.1 Study area zoning (Including Delhi zones) ............................................................... 78

Table 6.2 Summary of Estimated Base Year (2008) (Delhi & Gurgaon) Peak hour Travel ..................... 82

Demand .................................................................................................... 82

Table 6.3 Base year peak hour travel demand in Gurgaon ........................................................ 82

Table 6.4 Results of Observed OD Validation on Screen lines ..................................................... 83

Table 6.5 Base Year Observed OD Validation on Outer Cordon Locations ....................................... 83

Table 6.6 Trip Characteristics: Do Nothing- 2008 ................................................................... 84

Table 6.7 Base Year (2008) Transport Characteristics on Major roads ........................................... 84

Table 6.8 Population and Employment - 2008 ....................................................................... 85

Table 6.9 Calibrated Mode Choice Parameters ...................................................................... 87

Table 7.1 Estimated Vehicle Emission/Day in Gurgaon for 2009 (in tonnes) .................................... 89

Table 7.2 Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) under ‘Do- minimum’ scenario .............................................................................................................. 90

Table 7.3 Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) with IMP - 2031 ................. 90


LIST OF FIGURES

Figure 1.1 Roads covered in Road Network Inventory ............................................................... 6

Figure 1.2 Screen line Count Locations................................................................................ 8

Figure 1.3 Cordon Count and RSI Locations .......................................................................... 10

Figure 1.4 Composition of Vehicles Crossing Outer Cordon Points (24 Hrs) ..................................... 13

Figure 1.5 Average Trip Frequency across Outer Cordon Point ................................................... 14

Figure 1.6 Average Occupancy by vehicle type across Outer Cordon Point ..................................... 16

Figure 1.7 Peak Hour turning movement at Lt. Atul Kataria Chowk.............................................. 19

Figure 1.8 Peak Hour turning movement at IFFCO Chowk ......................................................... 20

Figure 1.9 Peak Hour turning movement at Basai Chowk .......................................................... 21

Figure 1.10 Peak Hour turning movement at Fountain Chowk .................................................... 22

Figure 1.11 Peak Hour turning movement at Sheetala Mata Mandir Chowk ..................................... 23

Figure 1.12 Peak Hour turning movement at Bhagat Singh Chowk ............................................... 24

Figure 1.13 Peak Hour turning movement at Rajiv Gandhi Chowk ............................................... 25

Figure 1.14 Peak Hour turning movement at Sukhrali Chowk ..................................................... 26

Figure 1.15 Peak Hour turning movement at Shankar Chowk ..................................................... 27

Figure 1.16 Peak Hour turning movement at Bhaktavar Singh Chowk ............................................ 28

Figure 1.17 Peak Hour turning movement at Sikanderpur Chowk ................................................ 29

Figure 1.18 Peak Hour turning movement at NH8- Manesar Industrial Estate Road Chowk ................... 30

Figure 1.19 Hourly-wise Parking Accumulation ...................................................................... 35

Figure 1.20 Parking Duration of Vehicles Parked ................................................................... 36

Figure 1.21 Average Composition of Parked Vehicles .............................................................. 37

Figure 1.22 Pedestrian Crossing count locations .................................................................... 38

Figure 1.23 Distribution of Household size ........................................................................... 41

Figure 1.24 Distribution of Monthly Household Income ............................................................ 41

Figure 1.25 Mode-wise Trip Length .................................................................................. 43

Figure 1.26 (a) Trip length frequency distribution.................................................................. 43

Figure 1.26 (b) Trip length frequency distribution by time ....................................................... 43

Figure 2.1 Land Use Distribution (2021) .............................................................................. 46

Figure 6.1 Methodology for Travel Demand Modelling ............................................................. 76

Figure 6.2 Study Area Zoning Map .................................................................................... 79

Figure 6.3 Base Year Study Area Road Network .................................................................... 80

Figure 6.4 Transit Network in the Study Area ...................................................................... 81

Figure 6.5 Base Year Flow/Capacity Diagram for peak hour traffic .............................................. 85

A-1


Support Document of IMP:

Part - 1

A-2


1 Primary Data Collected

1.1 Traffic Surveys Conducted

In any transport planning exercise, data collection is the cornerstone and is the very foundation

on which rests the super structure. The following surveys were undertaken to develop/update

the traffic and transportation data for the study:

1. Road network inventory surveys

2. Screen line volume counts

3. Junction turning counts

4. Cordon count and OD surveys

5. Speed and delay surveys

6. On-street parking surveys

7. Off- street parking surveys

8. Pedestrian count along the roads

9. Pedestrian count crossing roads/ junctions

10. IPT passenger interview surveys

11. Cyclist interview surveys

12. Inter city & local Bus passenger count and OD for both boarding and alighting

passengers

13. House hold interview surveys

14. Topo surveys

1.2 Survey Schedule

Schedule for these surveys is presented in Table 1.1.

A-3


Table 1.1 Traffic Survey Schedule

Sl. No. Type of survey Duration Locations Date

1. Road network inventory About 210 kms within the study area

28th May 08- 30th May 08

2. Speed- delay surveys

Peak & off-peak hours

• NH 8 • MG road • Old Gurgaon road • Sohna road • Khandsa road • Railway road • Basai road • Pataudi road • Faridabad road • Jharsa road • Palam Vihar road • Sushkant Lok road • Subash Chandrabose Marg • Sheetla Matha Mandir Marg • Lt. Atul Katariya Mar

28th May 08- 30th May 08

3. Screen line Volume Count 16 hrs

1. On NH8 near Hero Honda Chowk 30th May 08

2. On Khandsa road 2nd June 08

3. On Pataudi road 3rd June 08

4. Junction turning counts 16 hrs

1. IFFCO Chowk: 4th June 08

2. Rajeev Chowk: 4th June 08

3. Fountain Chowk 4th June 08

4. Bhagat Singh Chowk 5th June 08

5. Sukrali Chowk: 5th June 08

6. Lt Atul Katariya Chowk 6th June 08

7. Sheetla Mata Marg Chowk: 6th June 08

8. Basai Chowk 9th June 08

9. Bhaktavar Singh Chowk 9th June 08

10. NH8 – Manesar Industrial estate Chowk 9th June 08

11. Shankar Chowk 27th June 08

12. Sikanderpur Chowk 30th June 08

5. Cordon RSI+ Volume Count 24 hrs

1. On NH8 towards Delhi 10th June 08

2. On MG road 10th June 08

3. On Faridabad road 11th June 08

4. On Sohna road 11th June 08

5. On NH8 towards Rewari 16th June 08

6. On Pataudi road 12th June 08

A-4



7. On Basai road 13th June 08

8. On Daulathabad road 13th June 08

9. On Najafgarh road 17th June 08

10. On Old Gurgaon road 17th June 08

6. Pedestrian Count (along the road) 12 hrs 1. Fountain Chowk 17th June 08

2. In front of Bus stand 17th June 08

3. Old Gurgaon road between Palam Vihar road and Karterpuri Marg 18th June 08

4. MG road between Faridabad road and Nathupur road 18th June 08

5. MG road between Faridabad road and IFFCO Chowk 18th June 08

6. Sheetla Mata Mandir Marg 18th June 08

7. Sethi Chowk 18th June 08

8. Vishwakarma Road 30th June 08

7. Pedestrian Count (across the road) 12 hrs

1. IFFCO Chowk 17th June 08


3. Sheetla Mata Mandir Chowk 17th June 08

4. Rajiv Chowk 18th June 08

5. Sukhrali Chowk 18th June 08

6. Sethi Chowk 18th June 08

7. Near Bus stand 18th June 08

8. NH 8 DLF mall 18th June 08

9. Prakash Puri Chowk 23rd June 08

10. Shankar Chowk 27th June 08

8. On-street parking survey 12 hrs

1. Railway station road 19th June 08

2. New Railway road (near HUDA Shopping Complex) 19th June 08

3. New Railway road (near New Colony) 19th June 08


5. Around Sethi Chowk 19th June 08

6. Netaji Subash Marg (near Unitech Business Centre/Cyber Park) 19th June 08

7. MG road (between PVR mall and Bristol) 19th June 08

8. On Vishwakarma road 2nd July 08

9. Off-street parking survey 12 hrs

1. Railway station 19th June 08

2. Near Power Grid 19th June 08

A-5



3. Near Mini Secretariat 19th June 08

4. Off-street of Vishwakarma road 2nd July 08

10.

Inter city & local Bus passenger count + OD (both boarding and alighting) 12 hrs

1.Jaipur road near Rajeev Chowk 24th June 08

2.Sohna road near Rajeev Chowk 24th June 08

3.IFFCO Chowk 24th June 08

4.At Bus stand 25th June 08

5.Atul Katariya Road 25th June 08

6.Sukrali Chowk 25th June 08

7.Old Gurgaon road near Kapar Shera 26th June 08

8.Near Basai Junction (2 locations) 25th June 08

9.Near Manesar Chowk 26th June 08

10.Old Gurgaon road near Palam Vihar road 26th June 08

11. IPT passenger interview survey 500 samples 21st June 08

12. Cyclist interview survey 500 samples 23rd June 08

13. HHI surveys 3000 samples

27th June 08- 14th July 08

14. Topo Surveys

About 10 Kms, including Junctions: 10 Nos. Road stretches : 5kms Bus terminal & railway station

2nd week of August

Findings of various surveys are presented below.

A-6


1.3 Road Network Inventory

Objective of the Survey: Road network inventory has been aimed at developing the network

database with the existing features of roadway sections covering the study area.

Conduct of the Survey: For all major road sections in the study area, inventory surveys has

been undertaken to create a road network database. Inventories of the following facilities

were undertaken as part of the task:

Road Section length

Effective Road width

Median width and type

Quality of riding surface

Adjoining Land use and available access control

Intersection Facilities

Availability of pedestrian Facilities

Parking Facilities present along the road

Traffic Control Measures

Data Entry and Analysis: The road network attribute data collected from the field has been

integrated with the network database. The database has been used in developing the base

year network facilitating both qualitative and quantitative evaluation of the present sufficiency

of road networks vis-à-vis existing standards and usage pattern.

Key Outputs: Road transport Network database of the study area.

The road network covered in the survey is presented in Figure 1.1.

Figure 1.1 Roads covered in Road Network Inventory

A-7


Salient features of the road network in the study area are presented below.

Road Length Covered: The survey covered about 220 kms of the road length in the study area.

Type of Carriageway: The share various types of road carriageways are presented in Table 1.2.

Majority of roads in the study area have two lane carriageways (58%). NH8 expressway is the

eight lane road passing through the study area, which constitute 10% of the total road length.

Table 1.2 Type of Carriageway

Type of carriageway Length (Km) %

8 Lane 21 10

6 Lane 11 5

4 Lane 61 28

2 Lane 127 58

Total 220 100

Availability of median: Medians are available for about 45% of roads in the study area, while

55% of roads don’t have median for directional segregation of traffic.

Availability of Footpath: Footpath is not present on majority of

roads in the study area. About 25% of roads are with walk able foot

path.

Availability of street light:

It is seen that street

Light is available only on 22% of roads in Gurgaon.

1.4 Screen - line Volume Counts

Objective of the Survey: These surveys were conducted at identified screen line locations for

16 hours covering morning and evening peak hours, which have been used for validation of the

urban travel demand model.

A screen line is identified to validate the existing traffic between Gurgaon and Manesar in the

model. Hence three locations are selected on the roads connecting Gurgaon and Manesar.

They area:

On NH8 expressway between Gurgaon and Manesar

On Khandsa road between Gurgaon and Manesar

On Pataudi road between Gurgaon and Manesar

Foot Path

Present

23%

Absent

77%

Street Light

Absent

78%

Present

22%

A-8


Conduct of the Survey: Manual traffic counts have been carried out on a typical working day

at all the identified locations. At each identified station, both directional counts were carried

out by vehicle type. I.e. cars, jeeps, vans, buses, trucks, MAVs, LCVs, tractors, motorized two

wheelers and three wheelers, and slow moving vehicles.

Data Entry and Analysis: The traffic data collected from the field has been scrutinized and

processed. The Passenger Car Unit (PCU) values recommended by Indian Roads Congress (IRC)

for urban roads were used in the analysis.

The screen line count locations are presented in Figure 1.2.

Key Outputs

Peak Hour Volume at the survey stations (Veh/Hr. and PCU/Hr)

Traffic by Vehicle type and hourly distribution of Traffic

Figure 1.2 Screen line Count Locations

Vehicles counted were converted to Passenger Car Units (PCU) by adopting equivalent PCUs.

The PCUs corresponding to urban roads as per IRC: 106-1990 is used and the PCU values

adopted is given in Table 1.3.

Table 1.3 Equivalency factors for Various Types of Vehicles on Urban Roads

Vehicle Type

Equivalent PCU Factors for Urban Roads

Vehicle Composition

<5% >10%

Two Wheelers 0.5 0.75

Passenger Cars/ Pick Up Vans 1.0 1.0

Auto Rickshaw 1.2 2.0

Light Commercial Vehicle 1.4 2.0

Truck or Bus 2.2 3.7

A-9


Vehicle Type Equivalent PCU Factors for Urban Roads

Vehicle Composition

MAV 4.0 5.0

Cycle 0.4 0.5

Cycle Rickshaw 0.5 2.0

Cart 2.0 3.0 (Source: IRC: 106-1990)

The 16 hours traffic volumes (16 Hours) at screenline locations are presented in Table 1.4.

These count data was used to validate the base year transport model developed for the study

area.

Table 1.4 Summary of Screenline Counts

No. Location Vehicles PCUs

1 On NH 8 near Hero Honda Chowk 58633 85026

2 On Khandsa road between Gurgaon and Manesar 9574 10474

3 On Pataudi road between Gurgaon and Manesar 10570 12905

1.5 Cordon Volume Counts & RSI Surveys

Outer Cordon: is the boundary of the study area, i.e.; the Gurgaon- Manesar Urban Complex,

along which, ten locations have been selected. The directional classified volume count surveys

were conducted for 24 hours across these points.

RSI Surveys: The main objective of the survey is to derive the passenger and freight travel

pattern by road. These surveys were aimed at analyzing the traffic movement between the

study area and other parts outside.

Scope of the Survey: The scope of the survey includes conducting interviews at all outer

cordon and two inner cordon points for 24 hours along with the classified traffic counts.

Conduct of the Survey: Interviews were carried out on a sample basis on a typical working day

by stopping the vehicles with the help of police. The objective was to achieve minimum

sample coverage of 10 percent spread across various categories of vehicles. Classified volume

counts were carried out along with the interviews in order to facilitate adjustment for

sampling, or to calculate expansion factors. The information collected includes origin and

destination of trip, occupancy, trip purpose, frequency and in the case of goods vehicles their

type of material transported.

Data Entry and Analysis: A zone system has been developed to code the origin and destination

of the trips. The collected data has been coded and processed to eliminate all illogical data

and entry errors. The data has been processed and expanded to total traffic using the

expansion factors for each vehicle type. The outer cordon count and RSI survey are:

A-10


On NH8 towards Delhi

On MG road

On Faridabad road

On Sohna road

On NH8 towards Rewari

On Pataudi road

On Basai road

On Daulathabad road

On Najafgarh road

On Old Gurgaon road

The inner cordon points are:

on MG road at IFFCO Chowk and

at Rajeev Chowk on Sohna road

The RSI survey locations are presented in Figure 1.3.

Figure 1.3 Cordon Count and RSI Locations

Key Outputs

Mode-wise trip matrices

Occupancy level by vehicle type

Trip frequency and purpose

Trip pattern

A-11


The summary of the data collected for 24 hours is presented in Table 5 and the peak hour

details is also shown in the Table 1.5.

Table 1.5 Summaries of Cordon Counts

Sl. No.

Location

Peak Hour Total Vehicles (24 Hrs) Share of Peak Traffic (%) Time PCU Vehicles PCU

1 On NH8 towards Delhi

6.30 PM- 7.30PM 11418 108913 128164 8.9%

2 On MG road 7.00 PM - 8.00 PM 5340 72190 72173 7.4%

3 On Faridabad road

8.45am - 9.45am 1254 11716 13194 9.5%

4 On Sohna road

10.00am-11.00am 1513 15425 25310 6.0%

5 On NH8 towards Rewari

6.15 PM - 7.15 PM 3327 33563 62810 5.3%

6 On Pataudi road

11.00 AM -12.00 AM 1866 14627 23271 8.0%

7 On Basai road

8.00 AM - 9.00 AM 123 1046 1192 10.3%

8 On Daulathabad road

6.00 PM - 7.00 PM 629 4986 8766 7.2%

9 On Najafgarh road

6.45pm-7.45pm 240 3288 2944 8.2%

10 On Old Gurgaon road

7.15 PM - 8.15 PM 3288 41480 49704 6.6%

Total for all locations 307232 387529

On an average, about 3, 00,000 lakhs vehicles are entering and exiting Gurgaon,

including NH8 expressway. The total daily traffic accounts about 3.8 lakhs PCU.

Maximum vehicles entering/exiting through NH 8 (from Delhi side), followed by

Mehrauli- Gurgaon road and NH8 from Rewari side.

The traffic on NH8 towards Rewari and on Sohna road are found to be more equally

distributed throughout the day, hence the peak hour share is less.

Composition of Traffic plying at the outer Cordon Points is presented in Table 1.7.

Passenger vehicles form the major share at all locations, which varies between 67% on

NH8 towards Rewari and 95% on MG road.

Share of commercial/goods vehicles varies from 3% to 35%.

Commercial vehicles are found high on NH8, on Old Gurgaon road, Sohna road, etc.

On an average, daily about 40,000 commercial/goods vehicles are entering and exiting

the study area.

The morning peak and evening peak traffic observed is presented in Table 1.6.

A-12


Table 1.6 Morning Peak and Evening Peak Observed at Outer cordon Points

Location Peak Peak hour Peak value (PCU)

On NH 8 towards Delhi Morning Peak 9.30-10.30 10653

Evening Peak 18.30-19.30 11475

On MG Road Morning Peak 9.15-10.15 4426

Evening Peak 19.00-20.00 5340

On Faridabad road Morning Peak 8.45-9.45 1254

Evening Peak 17.45-18.45 1064

On Sohna road Morning Peak 10.00-11.00 1513

Evening Peak 18.30-19.30 1475

On NH 8 towards Rewari Morning Peak 10.30-11.30 2800

Evening Peak 18.15-19.15 3327

On Pataudi road Morning Peak 11.00-12.00 1866

Evening Peak 17.00-18.00 1413

On Basai Road Morning Peak 8.00-9.00 123

Evening Peak 18.45-19.45 98

On Daulathabad Road Morning Peak 9.00-10.00 600

Evening Peak 18.00-19.00 629

On Najafgarh Road Morning Peak 8.15-9.15 228

Evening Peak 18.45-19.45 240

On Old Gurgaon Road Morning Peak 11.00-12.00 2556

Evening Peak 19.15-20.15 3288

Table 1.7 Composition of Traffic plying on Outer Cordon points (24 Hrs)

Sl. No.

Location

Vehicles %

Passenger

Vehicles

Goods

Vehicles SMVs Total

Passenger

Vehicles

Goods

Vehicles SMVs Total

1

On NH8 towards Delhi 97640 10279 994 108918 90 9 1 100

2 On MG road 68508 2338 1345 72191 95 3 2 100

3 On Faridabad road 9850 1705 161 11716 84 15 1 100

4 On Sohna road 10946 4172.5 306 15425 71 27 2 100

5 On NH8 towards Rewari 22349 11089.6 124 33563 67 33 0 100

6 On Pataudi road 10632 3571 424 14627 73 24 3 100

7 On Basai road 759 243 44 1046 73 23 4 100

8

On Daulathabad road 3094 1755 137 4986 62 35 3 100

9 On Najafgarh road 2674 129 485 3288 81 4 15 100

10

On Old Gurgaon road 33670 4665 3146 41480 81 11 8 100

Total 260120 39947 7166 307233 85 13 2 100

Average composition of vehicle types crossing outer cordon points is presented in figure 1.4.

Car traffic is maximum, followed by two wheelers and trucks.

A-13


Figure 1.4 Composition of Vehicles Crossing Outer Cordon Points (24 Hrs)

1.6 Road Side Interview Surveys

Surveys had been conducted at ten locations on outer cordon and at two inner cordon points

for 24 hours. The details of the locations had been dealt in the earlier section.

Zoning System Adopted

The study area and other influencing areas are broadly classified into two regions, say, area

within Gurgaon- Manesar Urban Complex (GMUC) and area outside GMUA. The entire study

area comprises of a total of 157 zones, out of which 1 to 145 zones are within GMUC and rest

12 zones are areas outside of GMUC.

Sample Size

The collected data was coded, processed and expanded to total traffic using the expansion

factors for each vehicle type. Average sample size obtained for various categories of vehicles

for the O-D survey across outer cordon locations are given in Table 1.8. The sample covered is

adequate as per the norms of minimum 10% samples for urban areas.

Table 1.8 Sample Size for Outer Cordon Points

Location Truck MAV LCV Car AR TW

On NH8 towards Delhi 10% 12% 12% 10% 49% 10%

On MG road 11% 14% 18% 11% 25% 12%

On Faridabad road 12% 29% 10% 20% 32% 13%

On Sohna road 11% 17% 19% 12% 15% 18%

On NH8 towards Rewari 10% 11% 11% 10% 10% 10%

On Pataudi road 18% 14% 11% 11% 11% 10%

On Basai road 23% 50% 11% 10% 17% 11%

On Daulathabad road 13% 24% 12% 11% 28% 10%

On Najafgarh road 11% 21% 13% 21% 24% 12%

Old Gurgaon Road 11% 95% 28% 13% 18% 11%

Average 13% 29% 15% 13% 23% 12%

Van

1%

Standard Bus

4%

SMVS

2%LCV

4%Tractors

1%

MAV

2%Trucks

6%

Auto Rickshaws

2%

Mini Bus

1%

Share Auto

1%

Car

52% Two Wheelers

24%

A-14


Trip Frequency

The detailed trip frequency distribution is shown in the following Figure. Analysis of the trip

frequency shows that the majority of trips are daily trips, which shared 62% of the total trips

followed by alternate day trips and weekly trips having a frequency of 17% and 11%

respectively. Table 1.9 shows the trip frequency at all locations across outer cordon points.

Figure 1.5 Average Trip Frequency across Outer Cordon Point

Table 1.9 (a) Trip Frequencies by location on Outer Cordon Points

Location Name

Frequency of the Trip

Daily Alternate

Day Weekly Fortnightly Monthly Occasionally Total

On NH8 towards Delhi 70% 20% 7% 2% 1% 0% 100%

On MG road 73% 17% 8% 1% 1% 0% 100%

On Faridabad road 73% 15% 9% 2% 1% 0% 100%

On Sohna road 44% 18% 17% 8% 6% 7% 100%

On NH8 towards Rewari 42% 18% 15% 10% 5% 10% 100%

On Pataudi road 68% 11% 17% 1% 2% 1% 100%

On Basai road 54% 26% 13% 0% 7% 0% 100%

On Daulathabad road 64% 19% 2% 3% 10% 2% 100%

On Najafgarh road 67% 13% 8% 6% 5% 1% 100%

Average 62% 17% 11% 4% 4% 2% 100%

Table 1.9 (b) Trip Frequencies by modes on Outer Cordon Points

Mode Daily Alternate Day Weekly Fortnightly Monthly Occasionally Total

Truck 56% 23% 11% 7% 2% 1% 100%

MAV 51% 18% 14% 10% 6% 1% 100%

LCV 67% 18% 12% 2% 1% 0% 100%

Car 63% 12% 10% 7% 6% 2% 100%

AR 65% 13% 11% 6% 3% 2% 100%

TW 81% 13% 3% 2% 1% 0% 100%

Daily

62%

Monthly

4%Occasionally

2%

Fortnightly

4%

Weekly

11%

Alternate Day

17%

A-15


The higher daily trips observed at locations on roads connecting Gurgaon with Delhi, as people

residing in Delhi comes daily to Gurgaon for working and business purpose. When comparing

the trip frequency by mode, maximum daily trips are made by two wheelers.

Purpose of Journey

Analysis on purpose of journey revealed that the work trips constitute more with 61% followed

by business trips of 30% and others 9%. The trip purpose at all the locations across outer cordon

points is shown in Table 1.10.

Table 1.10 Purpose of Journey on Outer Cordon Points

Location Name Purpose of the Trip

Work Business Education Social &

Recreation Tourism Others Total

On NH8 towards Delhi

63% 24% 7% 1% 5% 0% 100%

On MG road 56% 41% 2% 0% 1% 0% 100%

On Faridabad road 59% 27% 8% 0% 2% 4% 100%

On Sohna road 67% 20% 5% 2% 4% 2% 100%

On NH8 towards Rewari

59% 27% 2% 2% 8% 2% 100%

On Pataudi road 66% 29% 1% 1% 3% 0% 100%

On Basai road 59% 36% 1% 0% 4% 0% 100%

On Daulathabad road

62% 34% 1% 0% 1% 2% 100%

On Najafgarh road 63% 28% 3% 2% 2% 2% 100%

Old Gurgaon Road 58% 32% 3% 2% 2% 3% 100%

Average 61% 30% 3% 1% 3% 2% 100%

The work trips are predominant at all the points on outer cordon locations of the total trips,

which is the typical travel characteristic of urban areas. Tourism trips are observed on NH 8,

since the roads leads to Jaipur.

1.7 Occupancy

Analysis on occupancy of the vehicles revealed that the average occupancy of car is 2.0, which

of two-wheeler is 1.3 and the average occupancy of auto is 2.8. Distribution of average

occupancy based on vehicle type has been shown in the Figure 1.6. Table 1.11 shows the

average occupancy at all the locations across outer cordon points.

A-16


Figure 1.6 Average Occupancy by vehicle type across Outer Cordon Point

Table 1.11 Average Occupancy by vehicle type on Outer Cordon Points

Location Name

Average Occupancy by Vehicle Type

Car Auto TW Truck MAV LCV

On NH8 towards Delhi 1.7 3.1 1.6 2.2 3.3 1.6

On MG road 1.6 3.2 1.6 2.2 3.2 2.1

On Faridabad road 1.6 2.5 1.1 2.4 3.3 1.5

On Sohna road 2.2 2.9 1.1 2.6 3.1 1.5

On NH8 towards Rewari 2.2 2.2 1.1 3.1 2.9 2.1

On Pataudi road 2.1 3.9 1.3 3.2 2.7 1.7

On Basai road 2.1 2.7 1.5 2.3 2.9 2.8

On Daulathabad road 2.4 2.6 1.2 2.1 2.9 1.8

On Najafgarh road 1.8 2.4 1.3 2.1 2.4 1.6

Old Gurgaon Road 2.4 2.4 1.4 2.3 2.9 1.4

Average 2.0 2.8 1.3 2.5 3.0 1.8

Trip Characteristics: The zones had broadly classified into two major sectors for analyzing the

trip characteristics. They are;

Zones within GMUC – Zones 1 to 145

Outside GMUC – Zones 146 to 157

The trip characteristics analysis of the outer cordon points revealed that more than 70% of

commercial vehicle trips and about 50% of passenger trips are between external zones to

external zones. Table 1.12 shows the percentage of trips between the sectors. It is seen that

external trips (E-E category in the Table) is significant at all major corridors. These demands

for ring roads connecting all major corridors outside the city to segregate through traffic bound

between places outside Gurgaon from local traffic. Since a bypass is present on NH 8,

development of bypasses or ring roads connecting other roads could be thought off.

2.0

2.8

1.3

2.5

3.0

1.8

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

Car Auto TW Truck MAV LCV

Vehicle Type

Avera

ge O

ccu

pan

cy

A-17


Table 1.12 Percentages of Trips Originating and Destining between Sectors

Location

Commercial Vehicles Passenger Vehicles

E-E E-I & I-E Total E-E E-I & I-E Total

On NH8 towards Delhi 76 24 100 43 57 100

On MG road 59 41 100 72 28 100

On Faridabad road 76 24 100 69 31 100

On Sohna road 81 19 100 70 30 100

On NH8 towards Rewari 78 22 100 64 36 100

On Pataudi road 58 42 100 22 78 100

On Basai road 54 46 100 45 55 100

On Daulathabad road 92 8 100 47 53 100

On Najafgarh road 55 45 100 30 70 100

Old Gurgaon Road 91 9 100 65 35 100

Average 77 23 100 55 45 100

(E to E = Trips between External Zones to External Zones and I- E = Trips between Internal Zones & External Zones)

1.8 Intersection Classified Volume Counts

Objectives: Surveys were conducted at critical intersections identified within the study area.

The data help in identifying the traffic issues at the intersection, critical movements, etc.

Scope of Survey: Counting of vehicles classified by the type of vehicles at the selected

locations for 16 hours.

The locations are:

1. IFFCO Chowk

2. Rajeev Chowk

3. Fountain Chowk

4. Bhagat Singh Chowk

5. Sukhrauli Chowk

6. Lt Atul Katarya Chowk

7. Sheetla Mata Marg Chowk

8. Basai Chowk

9. Bhaktawar Singh Chowk (Sector 39, 45)

10. NH8 – Manesar Industrial estate Chowk

11. Shankar Chowk

12. Sikanderpur Chowk

The locations are presented in Figure 1.13.

A-18


Conduct of the Survey: Manual traffic counts were carried out on a typical working day. Data

Entry and Analysis: The traffic data collected from the field were scrutinized and processed.

The Passenger Car Unit (PCU) values recommended by Indian Roads Congress (IRC) for urban

roads will be used in the analysis.

Key Outputs

Peak Hour Volume at the intersections (Veh/Hr. and PCU/Hr)

Peak hour turning movement by vehicle type

A-19


Lt. Atul Katariya Chowk: The four arm junction on Old Gurgaon road connects Sheetla Mata

Mandir Chowk, Palam Vihar road, Sukhrali Chowk and Fountain Chowk. It is an uncontrolled

intersection. Facility for safe pedestrian crossing is not present, but foot path present on all

arms. The peak hour traffic is observed about 11,000 PCU constituted about 8600 vehicles.

Major movements occurring at this junction are straight movement on Old Gurgaon road. Peak

hour turning movement is presented in Figure 1.7.

Figure 1.7 Peak Hour turning movement at Lt. Atul Kataria Chowk

Classified Turning Volume Count Survey Peak Hour

Location: Atul Kataria ChowkPeak Hour Volume

(Nos.)

Date: 6/6/2008 Peak Volume in PCU

From From

Sheetla Matha Mandir

Standard Bus 0 0 0 Standard Bus 4 126 13

Mini Bus 0 0 0 Mini Bus 9 13 4

Van 0 2 4 Van 3 39 30

Shared Auto 3 10 7 Shared Auto 11 39 37

Cars 133 97 417 Cars 119 254 284

Two Wheeler 111 67 288 Towards Two Wheeler 109 228 163

Auto Rikshaw 13 10 60 Auto Rikshaw 31 180 111

Trucks 0 0 0 Trucks 6 190 12

MAV 0 0 0 MAV 0 150 2

LCV 1 0 0 LCV 18 180 7

Tractors 0 4 0 Tractors 7 11 8

Cycles 19 1 88 Cycles 136 9 29

Carts 0 0 0 Carts 0 0 1

Cycle Rickshaw 14 2 24 Cycle Rickshaw 53 13 61

Total Vehicles 294 193 888 Total Vehicles 506 1432 762

Total PCU 285 210 854 Total PCU 537 2542 979

Towards Sheetla Matha Mandir Towards Sukhrauli Chowk

From From



Van 22 0 12 Van 15 95 235


Cars 131 610 120 Towards Cars 354 100 271

Two Wheeler 107 411 152 Two Wheeler 301 77 247



MAV 0 55 4 MAV 14 25 0

LCV 34 51 11 LCV 12 9 7







19.00-20.00

8627

11018

Palam Vihar

Palam Vihar

Fountain

Chowk

Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex

Sukhrauli Chowk Fountain Chowk

A-20


IFFCO Chowk: It is a 4 legged signalized intersection between Mehrauli -Gurgaon road and NH

8. It is the main access to Gurgaon from NH 8 (Delhi side) and carries heavy traffic throughout

day time, especially during peak hours. During peak hours, signal cycle time exceeds even

beyond 5 minutes and vehicles need to wait for long time. Maximum hourly traffic observed at

this junction is about 13800 PCU between 7.15 PM and 8.15 PM. Major turning movements

occurring at this junction are between Delhi side and towards Sukrali Chowk and Sikanderpur

Chowk side. Peak hour turning movement is presented in Figure 1.8. Cars and two wheelers

are main component in the junction traffic. Heavy pedestrian movement is happening, both

along and across the arms of the junction.

Figure 1.8 Peak Hour turning movement at IFFCO Chowk


Location: IFFCO ChowkPeak Hour Volume

(Nos.)


From From

Sukhrali Chowk



Van 25 2 4 Van 8 48 156


Cars 339 69 212 Cars 132 858 236




MAV 5 0 1 MAV 0 1 0

LCV 45 0 24 LCV 11 49 0







Towards Sukhrali Chowk Towards Sikanderpur Chowk

From From



Van 40 9 1 Van 20 82 80


Cars 908 727 81 Cars 640 500 85




MAV 6 1 0 MAV 8 0 4

LCV 62 24 2 LCV 7 0 5








Sikanderpur ChowkHero Honda Chowk

Towards Hero

Honda Chowk

19.15-20.15

12637

13829

Shankar Chowk

Towards

Shankar Chowk

A-21


Basai Chowk: The four arm junction connects Pataudi road, Basai road, Railway station road

and Fountain Chowk. It is an uncontrolled intersection with no marking, signs and pedestrian

facilities. The peak hour traffic is observed about 4,800 PCU. The movements from Basai road

and Pataudi road to Fountain Chowk are found significant. Peak hour turning movement is

presented in Figure 9.

Figure 1.9 Peak Hour turning movement at Basai Chowk


Location: Basai ChowkPeak Hour Volume

(Nos.)


From From

Basai Road



Van 0 0 0 Van 4 6 1


Cars 6 5 5 Cars 12 15 5




MAV 3 0 1 MAV 1 3 0

LCV 0 3 5 LCV 1 9 3







Towards Basai Road Towards Fountain Chowk

From From



Van 3 9 2 Van 0 3 41


Cars 9 324 1 Cars 64 215 382




MAV 1 2 3 MAV 0 1 3

LCV 5 45 4 LCV 0 27 62







Towards

Pataudi Road

18.45-19.45

3986

4806

Railway Road

Towards Railway

road


Fountain ChowkPataudi Road

A-22


Fountain Chowk: The three arm junction connects Railway Station road, Basai Chowk, and

IFFCO. Bus stand, market, hospitals, Park and lot of commercial activities are concentrated

around the junction, making the junction very busy with vehicular and pedestrian traffic.

Another junction is also located very near to this junction. Major movement at this junction is

the turning movements between IFFCO Chowk arm and Sadar Bazaar road arm. Peak hour

traffic observed at this junction is about 7100 PCU, constituted from 5800 vehicles between

7.30 pm and 8.30 pm. Bus traffic is present on Sadar Bazaar road. Peak hour turning movement

is presented in Figure 1.10.

Figure 1.10 Peak Hour turning movement at Fountain Chowk

Classified Turning Volume Count Survey

Location: Fountain Chowk

Date: 4/6/2008Peak Hour

19.30-

20.30

Peak Hour Volume

(Nos.)5810

FromPeak Volume in

PCU7133

New Railway Road

Standard Bus 1 -

Mini Bus 1 -

Van - -

Shared Auto - -

Cars 105 7

Two Wheeler 99 24

Auto Rikshaw 6 8

Trucks 3 -

MAV - -

LCV 2 -

Tractors - -

Cycles 184 34

Carts - -

Cycle Rickshaw 247 9

Total Vehicles 648 82

Total PCUs 1,037 85

From From

Sadar Bazar Road IFFCO Chowk

Standard Bus - 32 Standard Bus - 34

Mini Bus - 9 Mini Bus - 14

Van - 4 Van - -

Shared Auto - 2 Shared Auto - -

Cars 2 255 Cars 273 833

Two Wheeler 24 793 Two Wheeler 347 864

Auto Rikshaw - 352 Auto Rikshaw 14 195

Trucks - 2 Trucks - -

MAV - - MAV - -

LCV - 20 LCV 4 7

Tractors - - Tractors - 4

Cycles 24 214 Cycles 85 171

Carts - - Carts - -

Cycle Rickshaw 14 178 Cycle Rickshaw 110 200

Total Vehicles 64 1,861 Total Vehicles 833 2,322

Total PCUs 74 2,319 Total PCUs 939 2,678

Towards Bus stand

Towards Sadar Bazar

Road


Towards New Railway Road

A-23


Sheetla Mata Mandir Chowk: The three arm junction on Sheetla Matha Mandir road connects

Prakash Puri Chowk, Lt. Atul Kataria Chowk and Fountain Chowk. It is an uncontrolled

intersection. Since the Mandir is located close to this junction, heavy pedestrian movement is

also occurring. A Foot Over Bridge is provided across Matha Mandir road near the junction.

Maximum hourly traffic is observed between 7.30 pm and 8.30 pm with 4954 PCU from 4741

vehicles. Peak hour turning movement is presented in Figure 1.11.

Figure 1.11 Peak Hour turning movement at Sheetala Mata Mandir Chowk


Location: Shetla Mata Mandir Chowk


19.30-

20.30

Peak Hour Volume

(Nos.)4741

FromPeak Volume in

PCU4954

Prakash Puri Chowk

Standard Bus 3 7

Mini Bus - -

Van 2 -

Shared Auto 20 15

Cars 643 201

Two Wheeler 636 209

Auto Rikshaw 7 23

Trucks 35 1

MAV 3 -

LCV 26 19

Tractors 4 1

Cycles 118 63

Carts - -


Total Vehicles 1,577 605

Total PCUs 1,601 681

From From

Fountain Chowk Atul Katariya Chowk

Standard Bus 12 4 Standard Bus 9 2

Mini Bus - - Mini Bus 2 -

Van - 2 Van 9 -

Shared Auto 17 9 Shared Auto 37 3

Cars 57 70 Cars 727 37


Auto Rikshaw 34 17 Auto Rikshaw 50 17

Trucks - 8 Trucks 40 -

MAV - - MAV 3 -

LCV 7 18 LCV 72 4

Tractors 1 2 Tractors 7 4


Carts - - Carts - -


Total Vehicles 219 278 Total Vehicles 1,914 148

Total PCUs 230 337 Total PCUs 1,927 178

Towards Atul Katariya Chowk

Towards Fountain

Chowk


Towards Baba Prakash Puri

Chowk

A-24


Bhagat Singh Chowk: The three arm junction connects Palam Vihar, Railway Road and Sheetla

Mata Mandir Chowk. It is an uncontrolled intersection without pedestrian crossing. The peak

hour traffic is observed about 4000 PCU, from 3000 vehicles. Traffic movement along Palam

Vihar road and Sheetla Matha Mandir Marg are found high. Peak hour turning movement is

presented in Figure 1.12.

Figure 1.12 Peak Hour turning movement at Bhagat Singh Chowk


Location:Baba Prakash Puri Chowk

Date:5/6/2008 Peak Hour

17.45-

18.45

Peak Hour Volume

(Nos.)3047

FromPeak Volume in

PCU3733

Palam Vihar

Standard Bus 13 1

Mini Bus - -

Van 19 19

Shared Auto 34 22

Cars 179 65

Two Wheeler 157 79

Auto Rikshaw 26 26

Trucks 22 7

MAV 3 3

LCV 32 13

Tractors 10 5

Cycles 50 25

Carts 1 1



Total PCUs 722 390

From From

Railway RoadSheetla Matha

Mandir


Mini Bus 4 4 Mini Bus 2 2

Van 8 5 Van 1 3


Cars 123 93 Cars 167 151



Trucks 2 4 Trucks 1 26

MAV - - MAV 1 3

LCV 6 5 LCV 9 7



Carts - - Carts - -


Total Vehicles 609 416 Total Vehicles 673 459

Total PCUs 767 544 Total PCUs 774 537

Towards Sheetla Matha Mandir

Towards Railway Road


Towards Palam Vihar

A-25


Rajiv Gandhi Chowk: The four arm junction on Sohna road across NH8 expressway connects

Gurgaon and Sohna. It is a manually controlled intersection with no signals. The junction

caters to heavy traffic as it acts as the entry point of Gurgaon from Sohna side and a major

access to the NH8 expressway. Hence both the straight and turning movements are critical.

The peak hour traffic is observed about 11, 600 PCU from about 8500 vehicles between 9.00 am

and 10.00 am. Bus and truck movement at the junction is found high.

Figure 1.13 Peak Hour turning movement at Rajiv Gandhi Chowk


Location: Rajiv Gandhi ChowkPeak Hour Volume

(Nos.)


From From

Hero Honda Chowk



Van 6 3 48 Van 0 218 49


Cars 458 60 98 Cars 327 494 95




MAV 0 22 0 MAV 5 44 23

LCV 19 45 0 LCV 28 174 21







Towards Hero Honda Chowk Towards Rao Tula Ram Chowk

NH 8 NH 8

From From



Van 47 16 4 Van 0 0 5


Cars 122 45 20 Cars 327 177 248




MAV 23 17 5 MAV 5 0 3

LCV 31 8 7 LCV 28 10 21







Towards

Sohna

9.00-10.00

8711

11594

Nehru Stadium

Towards Nehru

Stadium


Rao Tula Ram

ChowkSohna

A-26


Sukhrali Chowk: The four arm junction on Mehrauli- Gurgaon road connecting four major

junctions such as, Lt. Atul Katariya Chowk, Fountain Chowk, IFFCO Chowk and Rao Tula Ram

Chowk. It is an uncontrolled intersection with no signals and carrying heavy traffic throughout

the day. The peak hour traffic is observed between 7.00 pm and 8.00 pm with about 11,400

PCU, constituted by about 9300 vehicles. At this junction all movements are found high. Peak

hour traffic details are presented in Figure 1.14.

Figure 1.14 Peak Hour turning movement at Sukhrali Chowk


Location: Sukhrali ChowkPeak Hour Volume

(Nos.)

Date: 5/6/2008Peak Hour Volume in

PCU

From From

Fountain Chowk



Van 0 19 9 Van 7 10 25


Cars 85 556 255 Cars 329 213 267




MAV 0 0 15 MAV 0 11 4

LCV 2 24 0 LCV 21 29 18


Cycles 66 19 33 Cycles 289 8 65





Towards Fountain Chowk Towards IFFCO Chowk

From From



Van 43 44 11 Van 12 8 15


Cars 686 146 255 Cars 337 17 145




MAV 37 0 0 MAV 0 1 9

LCV 74 29 17 LCV 18 6 7


Cycles 32 12 61 Cycles 10 15 58





Towards Rao

Tula Ram

Chowk

19.00-20.00

9299

11371

Lt. Atul Katariya

Chowk

Towards Lt. Atul

Katariya Chowk


IFFCO ChowkRao Tula Ram

Chowk

A-27


The three arm junction connects IFFCO Chowk, Atlas Chowk and Moulsari Avenue. It is the

main access to DLF city phase III from NH8 (Delhi side), hence with heavy traffic during peak

hours. It is an uncontrolled intersection. Pedestrian crossing is very high at this junction, but no

facilities available for safe crossing. Turning count conducted at this junction indicated that

maximum hourly traffic using the junction is about 10,100 PCU occurred between 6.30 pm and

7.30 pm. Share of car in the traffic stream is found very high due to the location of IT/BPO

offices in the DLF area. The turning movement from/to DLF Phase III side (Moulsari Avenue

arm) is found very high. Peak hour traffic details are presented in Figure 1.15.

Figure 1.15 Peak Hour turning movement at Shankar Chowk


Location: Shankar Chowk


18.30-

19.30

Peak Hour

Volume (Nos.)10074

FromPeak hour

Volume in PCU10069

IFFCO Chowk

Standard Bus 133 21

Mini Bus 20 1

Van 29 33

Shared Auto 42 31

Cars 768 363

Two Wheeler 203 292

Auto Rikshaw 14 31

Trucks 3 -

MAV - -

LCV 29 -

Tractors 1 -

Cycles 7 23

Carts - -

Cycle Rickshaw 3 29

Total Vehicles 1,252 824

Total PCUs 1,399 804

NH8 NH8

From From

Moulsari Avenue Atlas Chowk


Mini Bus 8 11 Mini Bus 7 -

Van 23 4 Van 51 39

Shared Auto 6 21 Shared Auto 63 -

Cars 616 1,360 Cars 634 2,410

Two Wheeler 236 1,315 Two Wheeler 364 270



MAV - - MAV 3 3

LCV - - LCV 21 -

Tractors - 10 Tractors - 1


Carts - - Carts - 25


Total Vehicles 977 2,930 Total Vehicles 1,247 2,844

Total PCUs 986 2,704 Total PCUs 1,275 2,902

Towards Atlas Chowk

Towards Moulsari

Avenue


Towards IFFCO Chowk

A-28


Bhaktavar Singh Chowk (Subash Chowk): It is major four arm junction on Bhaktavar Singh

road in the South city areas in the sectors 39, 40, 45 and 45. The arms of this junction lead to

Jharsa road, Unitech Trade Center, Bindapur side and Sohna road. The two arms of the

junction are formed by Bhaktavar Singh road (towards Unitech Trade Center and Sohna road

side) and major traffic movement takes place in this direction. At present, the junction traffic

not as high as developments in the area are only in the initial stage. Maximum hourly traffic

observed at this junction is about 5,300 PCU observed between 10.15 am and 11.15 am. Peak


Figure 1.16 Peak Hour turning movement at Bhaktavar Singh Chowk


Location: Subash ChowkPeak Hour Volume

(Nos.)


From From

Sohna side



Van 4 13 0 Van 5 0 0


Cars 77 83 36 Cars 50 361 9




MAV 5 2 0 MAV 6 24 1

LCV 13 9 14 LCV 8 43 1







Towards Sohna Towards Unitech

From From



Van 0 3 0 Van 1 0 0


Cars 847 150 43 Cars 73 134 175




MAV 0 1 0 MAV 1 2 28

LCV 79 5 0 LCV 6 0 10








UnitechBindapur

Towards

Bindapur

10.15-11.15

4673

5319

Jarsa side

Towards Jarsa

A-29


Sikanderpur Chowk: This is a major four- arm junction on Mehrauli road. Two arms of the

junction are formed by Mehrauli road itself and other two arms by Faridabad road and

Vishwakarma road (Nathupur side). The junction is made one way for certain movements.

Vehicles are not allowed to enter the junction from Vishwakarma road and not permitted to

exit to Mehrauli side arm. The peak hour traffic is found about 8000 PCU, from 7500 vehicles.

The turning movement from Nathupur side is found very high due to the merging of two

movements, i.e.; From Vishwakarma road and IFFCO Chowk side. Peak hour traffic details are

presented in Figure 1.17.

Figure 1.17 Peak Hour turning movement at Sikanderpur Chowk


Location: Sikanderpur ChowkPeak Hour Volume

(Nos.)


From From

IFFCO Chowk



Van 8 0 0 Van 31 0 0


Cars 927 0 0 Cars 1685 0 0




MAV 6 0 0 MAV 0 0 0

LCV 26 0 0 LCV 1 0 0







Towards IFFCO Chowk Towards Mehrauli

From From



Van 0 2 29 Van 0 5 21


Cars 0 145 862 Cars 0 74 380




MAV 0 0 0 MAV 0 0 0

LCV 0 0 3 LCV 0 0 19


Cycles 0 103 182 Cycles 0 10 17






MehrauliFaridabad

Towards

Faridabad

18.00-19.00

7456

7933

Nathupur

Towards

Nathupur

A-30


NH8- Manesar Industrial Estate Road Chowk: The junction on NH8 is a three arm junction

formed between NH 8 and Manesar industrial estate. The traffic on NH8 is very high. Also the

truck traffic from/to the industrial estate is high, creating conflicts and delay for both through

traffic and turning traffic. It is found that hourly maximum traffic moving at the junction is

about 14,000 PCU constituted by about 7500 vehicles. The share of commercial vehicles in the

traffic is about 25%. About 50% of the traffic is bound from/to Manesar industrial area. Peak


Figure 1.18 Peak Hour turning movement at NH8- Manesar Industrial Estate Road Chowk


Location: IMT Chowk on NH 8


17.45-

18.45

Peak Hour Volume

(Nos.)7488

FromPeak Volume in

PCU13977

Delhi

Standard Bus 35 44

Mini Bus 21 5

Van 6 -

Shared Auto 59 84

Cars 280 218

Two Wheeler 204 138

Auto Rikshaw 35 120

Trucks 97 70

MAV 85 74

LCV 85 80

Tractors 30 13

Cycles 5 2

Carts 1 -

Cycle Rickshaw - 3


Total PCUs 1,813 1,682

From From

Industrial Estate Jaipur


Mini Bus 15 11 Mini Bus 24 -

Van 36 54 Van 18 9


Cars 381 368 Cars 584 140




MAV 52 87 MAV 282 10

LCV 120 143 LCV 190 55



Carts - - Carts - -

Cycle Rickshaw 9 - Cycle Rickshaw - -

Total Vehicles 1,237 1,715 Total Vehicles 2,300 442

Total PCUs 2,019 3,032 Total PCUs 4,829 603

Towards JaipurTowards Delhi

Towards Industrial

Estate


A-31


1.9 Speed and Delay Surveys

The survey has been conducted using moving car observer method during peak and off- peak

hours. The results observed during peak hours are presented in Table 1.13. Following

observations could be made from the survey.

Average journey speed observed on roads in the study area (excluding the expressway)

is about 23 kmph, while average running speed is about 25 kmph.

Minimum journey speed is recorded on Railway Station road i.e.; 14 kmph during peak

hours.

The delays on traffic flow are mainly due to Junction delay, uncontrolled pedestrian

movement, improper location of bus stops, bad road condition etc.

The results corresponding to off-peak hours is Presented in Table 1.14. The journey speed and

running speed during off-peak hours is 27 kmph and 30 kmph respectively.

Table 1.13 Speeds along Roads in the Study area during peak hours

Sl. No.

Road Name From To Distan

ce (Kms.)

Running Speed (KMPH)

Journey Speed (KMPH)

Delay in Min.

Remarks

1 NH 8 Atlas Chowk Rao Tula Ram Chowk

5.2 62.0 62.0

Rao Tula Ram Chowk

Rajiv Gandhi Chowk

4.9 60.6 60.6

Rajiv Gandhi Chowk

Hero Honda Chowk

3 64.0 64.0

Hero Honda Chowk

Manesar Chowk

11 62.0 56.0 1.1 Toll plaza

2 Mehrauli- Gurgaon Road

Fountain Chowk

IFFCO Chowk 4.0 22.0 17.0 3.2

Junction delay at IFFCO CHOWK and Fountain Chowk and bus stops

IFFCO Chowk The Bristol Chowk

1.8 19.5 18.0 0.5

Traffic regulation due to Metro construction , Heavy pedestrian movement along the road

The Bristol Chowk

Nathupur Road Chowk

1.2 23 23 0.0

3 Gurgaon- Faridabad Road

The Bristol Chowk

Haryana Border

2.5 28 24 0.9

Commercial activities along the road & parking of vehicles along the road

A-32


Sl. No.


ce (Kms.)



Delay in Min.

Remarks

4 Old Gurgaon Road

Fountain Chowk

Atul Katariya Chowk

3 31 28 0.6

Markets, Junction delay and bus stops

Atul Katariya Chowk

Palam Vihar Road

3.2 34 29 1.0 Bad road condition, Pedestrian movement along the road, junction delay and bus stops

Palam Vihar Road

Kapar Shera 2.6 32 28 0.7

5 Basai Road Fountain Chowk

Basai Chowk 1.8 18.0 15.0 1.2

Junction delay, parking of vehicles near Fountain Chowk and bus stops

Basai Chowk Gurgaon Boundary

2.5 20 19 0.4

Poor road condition, 2L UD carriageway

6 Sohna Road Rajiv Gandhi Chowk

Islampur Police Station

2 30.5 30.0 0.1

2L UD carriageway and bus stops

7 Pataudi road Basai Chowk Gurgaon Boundary

4 23 20 1.6

Poor road condition, 2L UD carriageway

8 Khandsa road Sethi Chowk Up to Khandsa

4.5 29 24 1.9

Pedestrian crossing, vehicle parking near Sethi Chowk & Bad road condition

9 Railway road Railway station

HUDA Shopping Complex

2 16.5 14 1.3 Vehicle parking, pedestrian movement & commercial activities


Sethi Chowk 2.7 19.2 17 1.1

Sethi Chowk Rajiv Gandhi Chowk

1.7 22 20 0.5

10 New Railway road


Fountain Chowk

2 27 24 0.6

Parking of vehicles along the road

11 Sheetla Matha Mandir Marg 1.8 28 24 0.6 Pedestrian crossing

12 Lt. Atul Katariya Road 1.5 28 27 0.1 Pedestrian

A-33


Sl. No.


ce (Kms.)



Delay in Min.

Remarks

crossing

13 Palam Vihar road 3.6 26 24 0.7 Bad road condition

14 Jharsa Road 2.6 23 22 0.3

Bad road condition & junction delay

15 Ch Bhaktavar Singh Road 1.8 24 24 0.0 Bad road condition due to construction activities happening on the sides of the roads.

16 Satpaul Mittal Road 1.2 25 25 0.0

17 Vikas Marg 2.8 25 24 0.3

18 Major Somnath road 4 26 25 0.4

19 DLF Golf Course Road 5.1 28 25 1.3

20 Arya Samaj road 3.5 25 24 0.4

Average Speed (KMPH) excluding expressway 25 23

Table 1.14 Speeds along Roads in the Study area during off-peak hours

Sl. No.

Road Name From To Distance (Kms.)



1 NH 8 Atlas Chowk Rao Tula Ram Chowk

5.2 71.0 71.0

Rao Tula Ram Chowk

Rajiv Gandhi Chowk

4.9 65.0 65.0

Rajiv Gandhi Chowk

Hero Honda Chowk

3 67.0 67.0

Hero Honda Chowk

Manesar Chowk 11 63.0 61.0

2 Mehrauli- Gurgaon Road

Fountain Chowk IFFCO Chowk 4.0 24.0 18.0

IFFCO Chowk The Bristol Chowk

1.8 22.0 19.5

The Bristol Chowk

Nathupur Road Chowk

1.2 28 28

3 Gurgaon- Faridabad Road

The Bristol Chowk

Haryana Border 2.5 36 33

4 Old Gurgaon Road

Fountain Chowk Atul Katariya Chowk

3 39 37

Atul Katariya Chowk

Palam Vihar Road

3.2 38 34

Palam Vihar Road

Kapar Shera 2.6 34 30

5 Basai Road Fountain Chowk Basai Chowk 1.8 26.0 23.0

Basai Chowk Gurgaon Boundary

2.5 26 23

6 Sohna Road Rajiv Gandhi Chowk

Islampur Police Station

2 34.0 32.0

A-34


Sl. No.

Road Name From To Distance (Kms.)



7 Pataudi road Basai Chowk Gurgaon Boundary

4 26 23

8 Khandsa road Sethi Chowk Up to Khandsa 4.5 33 29

9 Railway road Rly station HUDA Shopping Complex

2 27 24


Sethi Chowk 2.7 29 27

Sethi Chowk Rajiv Gandhi Chowk

1.7 31 27

10 New Railway road


Fountain Chowk 2 31 28

11 Sheetla Matha Mandir Marg 1.8 28 23

12 Lt. Atul Katariya Road 1.5 30 27

13 Palam Vihar road 3.6 22 21

14 Jharsa Road 2.6 23 20

15 Ch Bhaktavar Singh Road 1.8 24 24

16 Satpaul Mittal Road 1.2 22 22

17 Vikas Marg 2.8 23 23

18 Major Somnath road 4 28 28

19 DLF Golf Course Road 5.1 30 30

18 Arya Samaj road

3.5 26 25

Average Speed (KMPH) excluding expressway 30 27

1.10 On- street Parking Surveys

Parking survey was conducted for a period of 12 hrs continuously at nine identified

locations/stretches. Survey data were analysed and the findings such as accumulation of

vehicles and duration of parking were worked out.

The Parking Car Equivalents (PCE) adopted for different vehicle types for the analysis are given

in Table 1.15.

Table 1.15 PCE Values Adopted for Various Vehicle Types

Sl. No. Vehicle Category PCE

1 Car 1.0

2 Two Wheelers 0.2

3 Bus 2.5

4 Trucks 2.5

5 LCV 1.75

6 Auto Rickshaws (IPT) 0.5

A-35


Sl. No. Vehicle Category PCE

7 Cycle 0.1

(Source: Parking Requirement Study for Chennai Metropolitan Area, 2003)

The terms used are explained below.

Parking Accumulation: Number of vehicles parked in an area at any specific moment

constitutes the parking accumulation.

Hourly Variation: The data analysis indicates that the parking demand exists uniformly

through out the day with slightly higher demand during the evening period from 17.00 to 20.00.

The demand for parking begins at around 10.00 and lasted till 20.00 hours. Figure 1.19 shows

the hourly parking accumulation at all the locations.

Figure 1.19 Hourly-wise Parking Accumulation

The important parking characteristic of each location is presented in Table 1.16 All these road

stretches have significant parking alongside, reducing road capacity by utilizing the road space.

It is seen that parking is severe on MG road, near Cyber Park and Vishwakarma road.

Table 1.16 Parking Accumulations

No. Location Peak PCE

1 Cyber Park 126

2 near HUDA Shopping Complex 30

3 Fountain Chowk 54

4 Sethi Chowk 86

5 Railway Station road 25

6 Vishwakarma Road 80

7 New Railway road (near New Colony) 26

8 MG road 181

Parking Duration: Detailed analysis of the data has indicated that there is no significant

variation in terms of duration of parking at all locations except at Cyber Park, MG road and

Vishwakarma road. Cyber Park area comprises mainly offices, where long term parking is high.

On MG road and on Vishwakarma road, long term parkers are more due to the mixed land use

of offices and commercial. Other locations, short term parkers are high due to commercial

land use. Figure shows the duration of vehicles parked at all the survey locations.

0

100

200

300

400

500

600

8.0

0

8.3

0

9.0

0

9.3

0

10.0

0

10.3

0

11.0

0

11.3

0

12.0

0

12.3

0

13.0

0

13.3

0

14.0

0

14.3

0

15.0

0

15.3

0

16.0

0

16.3

0

17.0

0

17.3

0

18.0

0

18.3

0

19.0

0

19.3

0

Time

PC

E

A-36


Figure 1.20 Parking Duration of Vehicles Parked

More than 80% of the vehicles are parked less than one hour. Short term parkers are more at

commercial areas. The percentage of parking duration at different locations is shown in Table

1.17.

Table 1.17 Location-wise Parking Durations of Vehicles Parked

Cyber Park

near HUDA Shopping Complex

Fountain Chowk

Sethi Chowk

Railway Station road

Vishwakarma Road

New Railway road (near

New Colony) MG road

Upto 0.5 Hour 30% 77% 82% 84% 69% 55% 85% 63%

0.5 - 1 Hours 10% 11% 16% 14% 18% 14% 8% 11%

1 - 2 Hours 4% 7% 2% 2% 4% 4% 4% 6%

2 - 3 Hours 1% 2% 0% 0% 4% 5% 2% 4%

> 3 Hours 55% 3% 0% 0% 5% 22% 1% 16%

Total number of parked vehicles during the count period is presented in Table 1.18. About

11,000 vehicles are observed parked on various locations in Gurgaon. LCV parking is observed

on Railway station road. Maximum parking is observed on MG road, accounts about 3600

vehicles in a day.

Table 1.18 Summaries of Parked Vehicles

No. Location Auto Car TW Bus LCV Total

1 Cyber Park 169 872 254 1295

2 near HUDA Shopping Complex 73 364 206 643

3 Fountain Chowk 551 615 281 1447

4 Sethi Chowk 454 278 676 1408

5 Railway Station road 89 108 238 9 444

6 Vishwakarma Road 558 1142 6 1706

7 New Railway road (near New Colony) 89 238 108 435

8 MG road 503 2146 908 4 3562

Total 2486 5763 2677 4 9 10940

0%

20%

40%

60%

80%

100%

%

Cy

be

r P

ark

n

ea

r H

UD

A

Sh

op

pin

g

Co

mp

lex

Fo

uta

in

Ch

ow

k

Se

thi C

ho

wk

Ra

ilw

ay

Sta

tio

n r

oa

d

Vis

hw

ak

arm

a

Ro

ad

Ne

w R

ailw

ay

roa

d (

ne

ar

Ne

w C

olo

ny

)

MG

ro

ad

Location

Upto 0.5 Hour 0.5 - 1 Hours 1 - 2 Hours 2 - 3 Hours > 3 Hours

A-37


Composition of Parked Vehicles: The average composition of vehicles parked at all the

locations is shown in Figure 1.21. Cars shared the majority of the total vehicles parked, which

shared 53% of the total vehicles. Two wheelers and auto rickshaw shared 25% and 23%

respectively, buses and trucks shared a negligible share of the total vehicles parked.

Figure 1.21 Average Composition of Parked Vehicles

1.11 Off - Street Parking Surveys

Peak parking demand estimated at the off-street parking survey locations are presented in

Table 1.19. It is observed from the 12 hour count that the demand is almost equally

distributed throughout day time.

Table 1.19 Peak Parking Demand estimated at off- street parking survey locations

Sl. No. Location Car TW Cycles Auto

Rickshaw Van Bus Total PCE

1 Railway station 6 14 26 4 13

2 Near Power Grid 20 20 9 9 47

3 Near Mini Secretariat

33 29 3 2 42

4 Off-street of Vishwakarma road

44 51 4 55

1.12 Pedestrian Crossing Count Surveys

Objective of the Survey: The objective of the survey is to identify locations for safe pedestrian

crossing.

The survey locations are as follows:

1. IFFCO Chowk

2. Fountain Chowk

3. Sheetla Mata Mandir Chowk

4. Rajiv Chowk

Auto

22.73%

Car

52.68%

TW

24.47%

LCV

0.08%Bus

0.04%

A-38


5. Sukhrali Chowk

6. Sethi Chowk

7. Near Bus stand

8. MG road near Sahara Mall

9. Prakash Puri Chowk

10. Shankar Chowk

11. Vishwakarma Chowk

The locations are presented in Figure 1.22.

Output: Peak hour pedestrian crossing at all locations.

Figure 1.22 Pedestrian Crossing count locations

1.13 Pedestrian Count Along the road

Pedestrian count along the road has been carried out at 9 locations in the study area. Summary

of the count details are presented in Table 1.20. Bus stand road, Sardar Bazaar road,

Vishwakarma road and MG road are the locations with high pedestrian movement. The survey

has been carried out on a working day; the numbers will be much higher on weekends,

especially on MG road and Vishwakarma road.

A-39


Table 1.20 Peak Pedestrian Count along the roads

Sl. No. Location Peak Hour Peak Volume

1 Sardar Bazaar Road (near Fountain Chowk)

18.45-19.45 1312

2 In front of Gurgaon Bus stand 9.00-10.00 1755

3 Old Gurgaon Road 17.45-18.45 999

4 MG Road (B/w Faridabad road and Nathapur Road)

8.00-9.00 1089

5 MG Road (B/w Faridabad & IFFCO Chowk)

8.00-9.00 911

6 Mata Mandir Road 8.15-9.15 796

7 Sohna Road ( near Sethi Chowk 11.30-12.30 776

8 Vishwakarma Road 18.45-19.45 1120

9 Khandsa Road 18.45-19.45 961

1.14 Pedestrian Count Across the road

Peak hour pedestrian crossing (both directions) at the selected eleven locations is presented in

Table 1.21. IFFCO Chowk, Rajeev Chowk, Sethi Chowk and road in front of bus stand are the

locations with high pedestrian crossing across the road.

Table 1.21 Peak Pedestrian crossings across the roads

Sl. No Location Name Peak Hour Peak Hour Count (Both directions)

1 IFFCO Chowk 18.00-19.00 1706

2 Fountain Chowk 8.00-9.00 693

3 Sheetla Mata Mandir Chowk 9.15-10.15 294

4 Rajiv Chowk 18.00-19.00 1115

5 Sukhrali Chowk 18.15-19.15 999

6 Sethi Chowk 18.45-19.45 1115

7 Near Bus stand 18.00-19.00 1002

8 Vishwakarma road 9.00-10.00 590

9 Prakash Puri Chowk 8.15-9.15 988

10 Shankar Chowk 10.15-11.15 695

11 MG road 8.00-9.00 856

1.15 Household Travel Surveys

Objective of the Survey: The house hold survey provides data for describing the travel patterns

in the study area and travel preferences of its residents. This provides data to support the core

parts of the travel demand forecasting model.

The scope of the surveys includes:

A-40


To cover a sample size 3000 households in the study area

Collection of data on socio-economic characteristics, household members and their

travel diary.

Conduct of the Survey: The survey questionnaire comprises of three sections, a) Socio-

economic datasheet, b) Household member characteristic datasheet, and c) the travel diary of

each individual member of the household. The travel diary section requests information for all

trips made by each person in the household for the previous day. This information includes the

time of the trip, the trip purpose, the address of the trip starting, ending place and the mode

of travel. While the interviewers have been trained in the details of how to collect the survey

data, the forms are designed to be self-explanatory and to minimize the chances of miscoding

or omitting data.

Sampling Technique: Samples were collected from the designated traffic analysis zones in the

study area using stratified random sampling technique. The samples cover all types of income

groups including LIGs. The survey covered all the wards of municipal council of Gurgaon and all

other villages/ areas located in the Gurgaon- Manesar Urban complex. The samples covered

from each ward/zone have been presented in the Annexure in the Inception report.

Data Analysis: The household travel survey sample data thus collected were expanded to

represent the entire population. Corrections for non-response has been developed based on the

data on the number of contacts needed to generate a household response.

The household survey has been used to estimate mode splits and mode choice model

parameters. The trip diary information provides descriptive information about current mode

choices. Combined with network information about available mode options, this information

can also be used as “revealed preference” data to estimate parameters of a mode choice

model.

Various findings are as follows.

Household Size: The distribution of household size is presented in Table 1.22 and in Figure

1.23. The average household size observed is 3.81.

Table 1.22 Distribution of Household size

Household Size Percentage

1 10

2 14

3 22

4 25

5 17

>5 13

A-41


Figure 1.23 Distribution of Household size

Household Income: The distribution of monthly household income is presented in Table 1.23

and in Figure 1.24. The average monthly household income is observed as Rs. 11,000/.

Table 1.23 Distribution of Average Household Income

Household Income /Month (Rs.) Percentage

<2000 0.3%

2000 to 5000 16.0%

5000 to 10000 41.5%

10000 to 15000 21.1%

15000 to 25000 17.5%

25000 to 35000 3.2%

>35000 0.4%

Figure 1.24 Distribution of Monthly Household Income

0%

5%

10%

15%

20%

25%

30%

1 2 3 4 5 >5

Household Size

Ho

use h

old

(%

)

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

<2000

2000 to

5000

5000 to

10000

10000 to

15000

15000 to

25000

25000 to

35000

>35000

Household Income

Ho

useh

old

(%

)

A-42


Vehicle Ownership: Average vehicle ownership is presented in Table 1.24.

Table 1.24 Average Vehicle Ownership

Vehicle Type Ownership

Car 0.24

TW 0.41

Cycle 0.15

Total 0.81

Total Mode Share: Mode share including NMT is shown in Table 1.25.

Table 1.25 Mode Share Observed (All modes)

Mode Mode share (Percentage)

Walk 23

Pedal cycle 8

Cycle Rickshaw 2

Scooter/MC 30

Car/van/jeep 21

Auto 9

STU/Private bus 7

Motorised Mode Share (%) is presented in Table 1.26.

Table 1.26 Motorised mode share

Mode Mode share (%)

Scooter/MC 45

Car/van/jeep 31

Auto 13

STU/Private bus 11

Average Trip Length: Average trip length for all modes is observed from HHI is 7.1 Kms.

Table 1.27 Average Trip Length

Mode Trip length (Kms)

Walk 2

Pedal cycle 3

Cycle Rickshaw 3

Scooter/MC 9

Car/van/jeep 10

Auto 7

Taxi 6

STU/Private bus 16

A-43


Figure 1.25 Mode-wise Trip Length

Trip Length Frequency Distribution: Trip length frequency distribution is presented in Figure 1.26.

Figure 1.26 (a) Trip length frequency distribution

Figure 1.26 (b) Trip length frequency distribution by time

0

2

4

6

8

10

12

14

16

18

Walk

Pedal c

ycle

Cycle

Ric

kshaw

Scoote

r/M

C

Car/

van/je

ep

Auto

Taxi

ST

U/P

rivate

bus

Mode Of Travel

Avera

ge T

rip

len

gth

(km

)

Trip length frequency distribution

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

0

0-2

2-4

4-6

6-8

8-1

0

10-1

2

12-1

4

14-1

6

16-1

8

18-2

0

20-2

2

22-2

4

24-2

6

26-2

8

28-3

0

Above 3

0

Trip length (km)

Tri

ps (

No

s)

TLFD by time

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

0 3 9 15 21 27 33 39 45 51 57 63 69 75 81 87

Time (in Minutes)

Tri

ps (

No

s)

A-44


Purpose of Trip: Average trip purpose observed is as given in Table 1.28.

Table 1.28 Average trip purpose

Purpose Of Trip Percentage

Work 63

Education 8

Business 12

Social / Recreation 9

Personal & others 8

A-45



Part- 2

A-46


2. Development Plan for GMUC- 2021

The distribution of proposed land use is illustrated Table 2.1 & Figure 2.1.

Table 2.1 Proposed Land Use Distributions for GMUC (2021)

Land Use Category Area (excluding New Towns)

Distribution

Ha %

Residential 14,930 40.33

Commercial 1,404 3.79

Industrial 5,441 14.70

Traffic and Communication 4,231 11.43

Public Utilities 564 1.52

Public and Semi Public Use(

Institutional)

1,630 4.40

Open spaces 2,675 7.23

Special Zone 106 0.29

Defense Land 633 1.71

SEZ 4,570 12.35

Existing Town 406 1.10

Village Abadies 428 1.16

Total 37,018 100.00

Source: Development Plan for GMUC (2021)

Figure 2.1 Land Use Distribution (2021)

Residential: In order to cater the estimated population of 43 Lakh, an area of 14,930 hectares

has been reserved for residential purpose. The Haryana Urban Development Authority and

A-47


licensed colonizers have already developed residential area of 8,000 hectors in various

residential sectors. The aforesaid residential areas developed in public and private sector can

accommodate a population of 20 Lakh. The existing town and village’s abadies falling within

the urbansable area also accommodate a population of 2 Lakh. The additional residential area

proposed in the development plan would cater to the balance residential demand of the 20

lakhs. The residential areas proposed in the Development Plan is being developed on neighbor-

hood concept by making provision of all communities’ facilities and services within the sectors

on a planned average net residential density of 200 persons per hectare.

Commercial: The area reserved for the commercial activity is around 1,404 hectors in the

development plan. Out of which Haryana Urban Development Authority has developed 480

hectors of land. The new commercial areas propose in the Development Plan shall be

developed in the form of big commercial malls and corporate commercial complexes. In

addition, the commercial belts with a width of 200 meters have also been provided along

selected roads.

Industrial: The demand for developed industrial plots/ land in Gurgaon-Manesar Urban

Complex is increasing day by day. In order to cope with the demand of software industries,

Auto mobile industries and other pollution free high tech industries; an area of 5,441 hector

has been reserved for industrial use. The Haryana State Industrial Development Corporation

and Haryana Urban Development Authority have already developed an area of 1,246 hectares in

the said complex. The new industrial areas have been proposed along express highway adjacent

to IMT Manesar.

Transport and Communication: The new road links between Delhi Metropolitan City and said

Complex have been proposed as mentioned bellow

90 meter wide road link between Vasanth Kunj in Delhi to Mehrauli road in Gurgaon.

90 meter wide road link from Andheria Mor in Delhi to Gurgaon – Faridabad road in

Gurgaon through Mandi and Gwal Pahari.

150 meter wide road link between Dwraka residential complex of Delhi to Palam Vihar

of Gurgaon.

150m wide northern peripheral road

90m wide southern peripheral road.

Extension of DMRC metro lines (1) Sushant Lok Phase I and (2) Dwaraka line to Manesar

and upto the KMP corridor.

In the new urbanisable area, the width of the roads, have been proposed as 75 meters and 60

meters. Haryana Urban Development Authority has already developed an Auto Market in sector

A-48


10 in an area of 16 hectares. A Transport Nagar has also been developed by HUDA, in an area of

28 hectors in Sector 33. A Transport Nagar and container depot have been proposed adjoining

the Delhi – Rewari Railway Line.

A “Mass Rapid Transit System Corridor” along the 150 m wide northern link to Delhi extending

from “ Dwaraka” in Delhi has been proposed in the Final Development plan 2021, extending up

to inter State Bus Terminal Proposed near village Kherki Daula. The area shown under inter

State Bus Terminal is approximately 400 acres, which can be very appropriately used for inter

State Bus Terminal – cum – Mass Rapid Transit System Depot. Another MRTS Corridor has been

proposed along Mehrauli Road, 60 meters road of sector 28 – 29, the same is proposed to be

extended upto the 90 meters link road (proposed to Delhi via, Gwal Pahari), and then further

along the side 90 meters road upto the Inter State Bus Terminal, thereby completing the “MRTS

Loop” and then extending then onwards to Manesar.

Public Utilities: An area of approximately 564 hectares has been proposed for public utilities in

sectors 100, 101 and 107 to meet out the future need of the proposed population.

Public and Semi-Public: In order to cater the institutional demand of 43 Lakh population, an

area of 1,630 hectares has been proposed for public and semi public uses out of which an area

of 135 hectares have already been developed by HUDA.

Open Space: A 900 – meter wide strip of land around the ammunition Depot has to be kept

free from urbanization under the provision of the works of Defense Act, 1903 (Act 7 of 1903).

Provision of green belts along Delhi-Jaipur Highway, Railway line and Badshahppur Nallah has

also been made o meet any eventually of their possible widening in future. Large open spaces

have been proposed near village Basai, Dhanwapur, Medawas and following greens in other

residential areas.

Special Zone: Special Zone shall include recreation and entertainment, Commercial, Group

Housing and Institutional uses.

Agricultural Zone: A sizeable area has been reserved as agricultural zone. This zone however

will not eliminate the essential building development within this area such as the extension of

existing villages, contiguous to Abadi Del, if undertaken under a project approved or sponsored

by government and other ancillary and allied facilities necessary for the maintenance and

improvement of the area as an agricultural area.

A-49



Part - 3

A-50


3. List of Proposed Special Economic Zones in Gurgaon District

List of Special Economic Zones notified after coming into force of the SEZ Act as on 11th August 2008

S.No. Name of the Developer

Location State Type Area (hectares)

Notification number and Date

1 Uppal Developer Private Limited

Gurgaon, Haryana HR Multi

servcies 106.3101

680(E) dt. 31st Aug'06

2 DLF Limited Gurgaon, Haryana HR IT/ITES 12.06 2070(E) dt. 6th Dec.'06

3 M/s DLF Cyber City Developers Ltd.

Gurgaon, Haryana HR IT/ITES 10.73 580(E) dt. 13th April'07

4 M/s. Orient Craft Infrastructure Ltd.

Gurgaon, Haryana HR Textiles 114.8318 578(E) dt. 13th April'07

5 Dr. Fresh health Pvt.Ltd

Gurgoan Haryana HR IT / ITES 23.429 593(E) dt. 13th April'07

6 Selecto systems pvt. Ltd

Main Mathura Road Faridabad Haryana

HR IT / ITES 3.34 589(E) dt. 13th April'07

7 Luxor Cyber City Pvt. Ltd.

Gurgaon, Haryana HR IT/ITES 27.07845 680(E) dt. 13th April'07

8 Parsvnath SEZ Limited Gurgaon, Haryana HR IT/ITES 42.7045 dt. 23rd August, 07

9 Suncity Haryana SEZ Developers Pvt. Ltd.

Jhund Sarai and Bhangrola villages, Gurgaon, Haryana

HR IT 67.64 dt. 18th October, 07

10 Metro Valley Business Park Private Limited

Gurgaon-Faridabad Road, Opp. Ansals Valley View Apartments, Gurgaon, Haryana

HR IT 10.393 Dt. 6th November 2007

11 Reliance Haryana SEZ Limited

Villages Mohammadpur Jharsa, Narishpur, Garouli Khurd and Harsau, Haryana

HR Multi

Services 439.66

Dt.14th November 07

12 GHI Finlease and Investment Ltd.

Village Bhondsi, Tehsil-Sohna, Gurgaon, Haryana

HR IT/ITES 12.936 Dt.3rd December 07

13 Gurgaon Infospace Ltd. Village Dundahera, District Gurgaon, Haryana

HR IT/ITES 11.2021 Dt. 3rd December 07

14 Canton Buildwell Pvt. Ltd.

Village Gwal Pahari, Tehsil Sohna, District-Gurgaon, Haryana

HR IT/ITES 10.1627 Dt.17th December, 07

15 Unitech Realty Projects Ltd.

Village Tikri, Tehsil and District Gurgaon, Haryana

HR IT/ITES 10.041 Dt.9th January, 2008

16 Raheja Haryana SEZ Developers Pvt. Ltd.

Villages Hamirpur, Khetawas, Wazirpur, Saidpur, District, Gurgaon, Haryana

HR Engineering 103.0154 Dt.10th March, 08

17 Ascendant Estates Private Limited

Bondsi, Tehsil, Sohna, District Gurgaon, Haryana

HR IT/ITES 12.5975 2nd May, 2008

18 Ansal SEZ Projects Limited

Badshapur Village (District Gurgaon), Gurgaon-Sohna Road, Haryana

HR IT/ITES 10.8815 Dt. 15th May, 2008

19 Ansal Kamdhenu Engineering SEZ Limited

Village Bhagan, Tehsil-ganaur(Sonepat) and Village Kurar Ibrahimpur, Tehsil-Sonepat on National Highway, Haryana

HR Enginering 101.24 Dt.7th July 08

20 Perpetual Infracon Private Limited

Sector-81, Villages Budena & Faridabad, District Faridabad, Haryana

HR IT/ITES 21.695 Dt.14th July 08

A-51



Part - 4

A-52


4. Proposed major employment centers in GMUC

IMT Manesar: Industrial Modal Township Manesar has developed by Haryana State Industrial

Infrastructure Development Corporation (HSIIDC). HSIIDC divided industrial area into seven

sectors in which first sector is belongs to residential development, second sector belongs to

commercial and rest of other sectors belongs to industrial development. In the CMP report the

industrial area is divided into five zones starts from 121 to 125. The estimated present and

future employment is shown as bellow.

Zones Population Employment Population Employment Population Employment

2011 2021 2031

121 2,164 16,648 2,662 19,978 3,031 24,773

122 1,875 17,790 2,034 21,348 2,151 26,472

123 2,283 45,414 2,924 54,497 3,397 67,576

124 2,160 35,515 2,654 42,618 3,019 52,846

125 2,756 2,000 3,954 3,900 4,839 4,836

Rheja Engineering SEZ : The project is spread over 268 acres approx. (104 hectares) at most

premium location in Gurgaon adjoining Manesar & very near to International Airport abetting

Freight Corridor and KMP Global Corridor which is strategic location close to the capital of

India. The estimated employment is illustrated below.


2011 2021 2031

117 20,531 25,488 220,280 29,151 273,147

DLF Cyber SEZ: The modern and well planned work spaces of Buildings lend a distinctive

appeal to this aesthetically designed architectural wonder. Spread over 26 million Sq. ft approx

sellable area, the building has four interconnected blocks, each block offering an intelligent

IT/ITES SEZ workplace to new age professionals. Benchmarked to global standards, the smartly

designed work spaces will be instrumental in transforming your work life to a considerable

extent. The time schedule to complete the DLF Cyber SEZ will be around 2011 and the

estimated employment as follows.


Aggressive 2011 2021 2031

25 6,670 80,000 11,672 116,000 16,674 143,840

136 7,714 50,000 8,485 72,500 11,879 89,900

137 3,825 82,000 4,208 118,900 5,891 147,436

138 2,534 48,433 2,787 70,228 3,902 87,083

A-53



Moderate

25 2,670 40,000 11,672 58,000 16,674 71,920

136 7,714 25,000 8,485 36,250 11,879 44,950

137 3,825 41,000 4,208 59,450 5,891 73,718

138 2,534 24,217 2,787 35,114 3,902 43,542

IREO SEZ: The land is identified for ORION SEZ towards Faridabad Road with the extension of

area around 300 acres. It is purely IT/ ITES type of SEZ. The total estimated employment is

around 15,000 by 2011. This SEZ is considered in external zone towards south.

The expected population and employment projected under the two scenarios is presented

below.

SEZ Population Employment Population Employment Population Employment

2011 2021 2031

Aggressive Scenario

Reliance H SEZ* 19,778 88,112 227,636 2,011,888 303,515 2,313,671

DLF SEZ 121,406 210,000 182,109 700,000 242,812 805,000

Raheja Haryana

SEZ 30,351 15,000 45,527 50,000 60,703 57,500

Uppal SEZ 1,636 808 2,454 2,694 3,271 3,098

Emmar MGF 81,299 40,179 121,949 133,930 162,599 154,020

IREO SEZ** 21,626 201,399 24,870 231,609

Total 256,481 356,110 603,322 3,101,932 799,801 3,566,929

Moderate Scenario

Reliance H SEZ* 19,778 88,112 227,636 997,133 303,515 1,146,703

DLF SEZ 121,406 105,000 182,109 350,000 242,812 402,500

Raheja Haryana

SEZ 30,351 7,500 45,527 25,000 60,703 28,750

Uppal SEZ 1,636 404 2,454 1,347 3,271 1,549

Emmar MGF 81,299 20,090 121,949 66,965 162,599 77,010

IREO SEZ** 10,813 100,700 12,435 115,804

Total 254,470 221,106 590,488 1,541,145 785,335 1,772,316

Realistic Scenario

Reliance H SEZ* - - - - 91,054 314,292

DLF SEZ - - - - 72,844 105,000

Raheja Haryana

SEZ - - - - 18,211 7,902

Uppal SEZ - - - - 981 404

Emmar MGF - - - - 48,780 20,090

IREO SEZ** - - - - 91,054 314,292

A-54


SEZ Population Employment Population Employment Population Employment

2011 2021 2031

Total - - - - 72,844 105,000

Source: Analysis

Note: * First phase development till 2011 population and employment is included in zone no

116

Note: ** Population and Employment is considered in external Zone.

A-55



Part - 5

A-56


5. Population and Employment Projection for Horizon Years

Various assumptions taken in the projection of population and employment is also presented

below.

5.1 Aggressive Scenario

In this scenario, the ultimate population is considered as projected in the Development Plan by

the Town and Country Planning Department and estimated population in 2021 is around 43

Lakh. The population projection for 2031 is estimated based on the growth rate adopted by the

National Capital Region Report during 2011 to 2021. The projected population for GMUC is

presented in Table 5.1.

While there is no estimations for employment in the Development Plan 2021, however, as per

the ‘Development Plan 2021’ the total area will be developed under industrial and special

economic zones is 10,011 hectors in GMUC. HUDA has already developed 1,246 hectors of

industrial area and DLF SEZ with private participation. It is estimated that around 13 Lakh

employment will be generated within GMUC by 2021.

Table 5.1 Projected Population and Employment under ‘Aggressive Scenario’

Year Projected

Population in GMUC

Projected Employment

in GMUC

Projected population

SEZs Adjacent to

GMUC


SEZs Adjacent to

GMUC

Total Population

Total Employment

Nos.

2001* 416,681

2008** 1,664,600 624,521 1,664,600 624,521

2011** 2,637,932 1,207,005 234,693 265,987 2,872,624 1,472,992

2021*** 4,333,175 1,898,186 601,301 3,099,911 4,934,476 4,998,097

2031** 5,836,991 2,353,746 797,770 3,564,898 6,634,760 5,918,643

Note: *- census, **-Analysis, ***-Department of Town and Country Planning Projections Source: Development plan 2021 & Analysis

Assumption for Population Projection:

(i) Base year population (2008) is calculated based on the domestic electric connections

(Source from Haryana Electricity Department, in GMUC area) multiplied with the

average household size arrived by primary surveys.

(ii) As projected by DTCP, 43 Lakh considered for 2021;

(iii) 100 Percent of investments will be advent during 2008 to 2021;

(iv) Pace of developments will be getting reduced and Infrastructure saturation will be

reaching by 2021, so population growth will come down for subsequent decade;

A-57


(v) A lower growth rate assumed for population growth for the period of 2021 to 2031 is

35 percent as per NCR Report projected during 2011 to 2021.

Assumption for Employment Projection:

(vi) Present Employment estimated based on the primary and secondary data collation;

(vii) Commercial and industrial employment is estimated based on the Development Plan

for future;

(viii) Surrounding upcoming SEZs are considered with phase wise development with

regards to population and employment;

(ix) The major developments are envisaged during 2001 and 2021 and as a result, the

employment growth rate is expected to be proportionally high during this period;

(x) 15 Percent of SEZs area will be allocated for residential and for residential area 200

persons per hectors is adopted;

(xi) 50 percent of employees will be residing at GMUC and working at outside SEZs;

(xii) Workforce participation ratio is assumed around 45 during 2011 to 21 and it will slow

down to 40 percent during 2021 to 2031.

5.2 Moderate Scenario

As per the estimations of water supply through Western Yamuna Canal, groundwater

availability and water recycling opportunities, the future population is estimated around 37

lakhs in GMUC. The additional population will be expected from industrial developments in

Gurgaon Manesar Urban Complex and upcoming surrounding SEZs like Reliance, Raheja, Uppal,

IREO and DLF etc. The population projections for 2031 are estimated based on the growth rate

adopted by the National Capital Region Report during 2011 to 2021. The projected population

for GMUC under this scenario is presented in Table 5.2.

While there is no estimations for employment in the Development Plan 2021, however, as per

the ‘Development Plan 2021’ the total area will be developed under industrial and special

economic zones is around 10,011 hectors in GMUC. HUDA has already developed 1,246 hectors

of industrial area and DLF SEZ with private participation. It is estimated around 11 Lakh

employment will be generated within GMUC by 2021.

A-58


Table 5.2 Projected Population and Employment under ‘Moderate Scenario’

Year Projected

Population in GMUC


in GMUC


SEZs Adjacent to

GMUC


SEZs Adjacent to

GMUC

Total Population

Total Employment

Nos.

2001* 416,681

2008** 1,664,600 624,521 1,664,600 624,521

2011** 2,285,932 1,076,788 234,693 132,994 2,520,624 1,209,782

2021*** 3,701,175 1,709,372 590,488 1,541,145 4,291,663 3,250,516

2031** 5,001,991 2,119,616 785,335 1,772,316 5,787,325 3,891,932



(xiii) Base year population (2008) is calculated based on the domestic electric

connections (Source from Haryana Electricity Department, in GMUC area)

multiplied with the average household size arrived by primary surveys.

(xiv) As projected by Water Supply Department, 37 Lakh considered for 2021;

(xv) 70 Percent of investments will be advent during 2008 to 2021 (in GMUC and

surrounding area) ;

(xvi) Pace of developments and Infrastructure saturation will be reaching by 2031;

(xvii) Population growth rate is assumed for the period of 2021 to 2031 is 35 percent as

per NCR Report projected during 2011 to 2021.


(xviii) Present Employment estimated based on the primary and secondary data collation;

(xix) Commercial and industrial employment is estimated based on the Development

Plan for future;

(xx) 50 percent of surrounding upcoming SEZs are considered with phase wise

development with regards to population and employment;

(xxi) 90 percent of development with regards to population and employment within

GMUC

(xxii) 15 Percent of SEZs area will be allocated for residential and for residential area

200 persons per hectors is adopted.

(xxiii) 50 percent of employees will be residing at GMUC and working at outside SEZs

(xxiv) Workforce participation ratio is assumed around 45 during 2011 to 21 and it will

slow down to 42 percent during 2021 to 2031.

A-59


5.3 Realistic Scenario

Given the prevalent economic meltdown it is assumed that the very ambitious plans of the

private sector are limited to the master plan the present approved plans and only a population

of 37 lakhs by the year 2031 is planned. It is assumed that that roughly 15% of the SEZs will

happen and may gradually pick pace beyond 2031. The planned developments coming within

the purview of the Development plan have been considered for establishing the future growth

rate. The projected population and employment is presented in Table 5.3.

Table 5.3 Projected Population and Employment under ‘Realistic Scenario’

Year Projected Population in GMUC


in GMUC


SEZs Adjacent to

GMUC


SEZs Adjacent to

GMUC

Total Population

Total Employment

Nos.

2001* 416681 144479

2008** 1664600 624521

2011** 1708109 786829 1708109 786829

2021*** 2240360 1024229 2240360 1024229

2031** 4,080,621 1,401,985 231,870 447,688 4,312,490 1,849,673



Base year population (2008) is calculated based on the domestic electric

connections (Source from Haryana Electricity Department, in GMUC area)

multiplied with the average household size arrived by primary surveys.

As projected by Water Supply Department, 37 lakh considered for 2031 for area

within GMUC;

15 Percent of investments will be advent during 2021 to 2031 (in GMUC and

surrounding area) ;

Pace of developments and Infrastructure saturation will pick up pace beyond 2031


Present Employment estimated based on the primary and secondary data collation;

Commercial and industrial employment is estimated based on the Development

Plan for future;

15 percent of surrounding upcoming SEZs are considered with phase wise

development with regards to population and employment;

50 percent of development with regards to population and employment within

GMUC

A-60


15 Percent of SEZs area will be allocated for residential and for residential area

200 persons per hectors is adopted.

Zone-wise Projections under ‘Aggressive Scenario’

Zones Population Employment Population Employment Population Employment Population Employment

2008 2011 2021 2031

1 18,197 1,468 24,028 1,762 26,084 2,114 33,075 2,621

2 19,633 1,907 21,369 2,288 22,704 2,746 31,786 3,405

3 20,464 1,398 29,129 1,678 31,261 2,014 43,198 2,497

4 22,858 2,116 24,033 2,539 25,122 3,047 32,088 3,778

5 10,810 897 18,015 1,076 20,208 1,291 23,143 1,601

6 11,829 317 14,822 380 15,081 456 16,737 565

7 42,182 2,390 45,054 2,868 49,728 3,442 59,449 4,268

8 20,677 2,089 21,100 2,507 23,525 3,008 23,950 3,730

9 72,812 3,046 79,090 3,655 83,585 4,386 146,509 5,439

10 44,896 1,320 76,833 1,584 80,086 1,901 100,908 2,357

11 45,594 4,954 56,069 5,945 68,759 7,134 99,107 8,846

12 43,942 8,074 45,208 9,689 49,715 11,627 58,728 14,417

13 11,654 11,276 12,572 13,531 13,543 16,237 14,514 20,134

14 24,760 1,972 28,607 2,366 29,172 2,839 29,737 3,520

15 38,876 2,955 49,595 3,546 53,529 4,255 67,776 5,276

16 7,827 456 8,592 547 10,964 656 12,337 813

17 14,101 779 16,107 935 16,694 1,122 17,281 1,391

18 34,520 18,100 35,238 31,720 36,586 38,064 39,730 47,199

19 12,915 2,770 13,453 9,324 15,471 11,189 16,798 13,874

20 22,457 3,444 22,761 11,133 24,278 13,360 26,772 16,566

21 14,494 921 17,307 1,105 28,844 1,326 36,055 1,644

22 22,697 1,993 24,478 2,392 30,373 2,870 39,019 3,559

23 54,264 3,450 59,393 4,140 129,477 4,968 181,267 6,160

24 93,807 29,749 97,127 5,938 199,305 8,611 274,812 10,677

25 500 17,471 6,670 80,000 11,672 116,000 16,674 143,840

26 6,763 26,982 14,345 4,785 31,272 6,939 43,781 8,604

27 14,997 32,066 55,867 7,729 105,015 11,207 97,518 13,897

28 10,998 43,442 20,367 12,827 44,401 18,600 62,161 23,063

29 2,312 899 2,826 1,579 3,339 11,895 3,750 14,750

30 4,208 8,303 10,790 9,964 23,523 11,957 32,932 14,827

31 17,578 1,817 19,531 2,180 42,577 2,616 59,608 3,244

32 6,037 3,309 6,118 3,971 8,279 4,765 9,359 5,909

A-61



2008 2011 2021 2031

33 15,743 5,014 16,093 6,017 16,442 7,220 23,019 8,953

34 8,842 5,158 12,502 9,190 18,393 13,028 22,748 16,155

35 7,606 402 7,787 3,482 8,150 6,178 10,512 7,661

36 11,188 3,093 11,567 9,712 11,834 11,654 14,100 14,451

37 12,079 - 12,884 7,140 13,689 8,568 14,494 10,624

38 34,605 3,747 35,492 4,496 40,816 5,395 57,142 6,690

39 29,279 2,097 32,532 2,516 45,545 3,019 63,763 3,744

40 14,245 1,868 15,828 2,242 34,505 2,690 48,307 3,336

41 27,815 2,797 33,113 3,356 72,186 4,027 101,060 4,993

42 5,961 18,664 49,831 57,710 108,449 69,252 151,767 85,872

43 58,539 20,586 66,044 60,017 143,977 72,021 201,568 89,306

44 17,427 1,318 17,524 1,582 18,621 1,898 20,718 2,354

45 37,342 2,066 38,873 2,479 79,114 2,975 108,851 3,689

46 38,247 2,115 40,168 2,538 87,566 3,046 122,593 3,777

47 46,672 1,349 49,129 1,619 107,101 1,943 149,941 2,409

48 9,512 - 11,097 200 25,365 240 44,389 298

49 28,530 5,518 31,700 6,622 69,105 7,946 96,747 9,853

50 32,938 3,216 35,932 3,859 78,331 4,631 109,664 5,742

51 24,101 2,734 28,722 3,281 60,716 3,937 84,359 4,882

52 40,512 14,629 46,023 17,555 91,835 21,066 125,690 26,122

53 10,604 7,855 17,673 9,426 38,528 11,311 53,939 14,026

54 7,437 1,495 8,499 1,794 18,528 2,153 25,940 2,670

55 4,260 3,419 9,467 4,103 20,637 4,924 28,892 6,106

56 27,775 14,016 28,932 16,819 63,072 20,183 88,301 25,027

57 32,859 4,970 36,510 5,964 79,592 7,157 111,429 8,875

58 - - 14,299 - 31,172 200 43,641 248

59 - - 8,267 - 18,022 150 25,231 186

60 - - 3,328 - 7,255 80 10,157 99

61 936 771 12,474 925 27,193 1,110 38,070 1,376

62 - - 18,041 1,500 39,330 1,800 55,062 2,232

63 - - 5,775 - 12,590 50 17,625 62

64 2,353 712 2,615 854 2,746 1,025 2,876 1,271

65 - - 18,289 1,590 39,869 1,908 55,817 2,366

66 13,000 14,853 54,874 17,824 104,456 21,389 141,097 26,522

67 - - 13,030 - 28,404 100 39,766 124

68 - - 10,883 - 23,725 100 33,216 124

A-62



2008 2011 2021 2031

69 - 7,660 15,986 9,192 34,849 11,030 48,788 13,677

70 - - 26,458 - 57,679 200 80,751 248

71 599 444 16,165 2,533 35,019 3,040 48,952 3,770

72 1,274 802 1,328 962 1,520 1,154 1,661 1,431

73 1,215 367 10,798 1,940 23,540 2,328 32,956 2,887

74 3,254 4,379 3,540 7,255 5,247 8,706 6,508 10,795

75 - - 234 800 510 960 713 1,190

76 - - 13,578 300 29,600 360 41,440 446

77 5,154 424 9,545 509 20,808 611 29,131 758

78 10,628 875 19,681 1,050 42,905 1,260 60,067 1,562

79 3,209 914 6,829 1,097 11,192 1,316 14,416 1,632

80 5,992 378 9,399 454 20,489 545 28,685 676

81 2,200 - 7,188 150 13,111 180 17,487 223

82 - - 18,845 150 29,614 1,680 41,460 2,083

83 - - 17,050 200 26,793 2,040 37,511 2,530

84 - - 12,118 200 26,417 2,264 36,983 2,807

85 1,432 433 7,953 520 17,337 624 24,272 774

86 4,699 1,106 12,852 1,327 26,054 1,592 35,809 1,974

87 3,000 - 3,028 - 3,156 200 3,250 248

88 - - 375 2,500 817 3,000 1,144 3,720

89 5,977 678 19,922 814 43,430 977 60,802 1,211

90 - - 9,485 - 20,677 60 28,948 74

91 - - 11,455 - 24,972 70 34,961 87

92 1,522 1,255 20,298 1,506 44,250 1,807 61,950 2,241

93 3,382 383 13,595 460 26,898 552 36,729 684

94 - - - - - 40 - 50

95 2,100 - 12,176 - 24,152 100 33,002 124

96 - - - - - 2,050 - 2,542

97 1,700 - 1,795 - 2,012 3,050 2,173 3,782

98 - - - - - 4,879 - 6,050

99 - - 9,860 - 21,495 - 30,093 -

100 822 609 913 731 1,095 877 1,278 1,087

101 - - - - 4,353 150 6,094 186

102 - - 3,062 60 18,373 72 25,723 89

103 9,282 2,185 28,342 2,622 32,762 3,146 43,370 3,901

104 3,051 923 19,749 1,108 23,139 1,330 31,276 1,649

A-63



2008 2011 2021 2031

105 4,500 1,268 10,809 1,522 12,088 1,826 15,157 2,264

106 5,025 1,183 13,650 1,420 16,043 1,704 21,785 2,113

107 7,200 2,089 21,490 2,507 24,356 3,008 31,236 3,730

108 1,362 412 12,108 494 13,622 593 19,071 735

109 - - 16,790 100 18,888 120 26,444 149

110 3,313 138 22,084 166 24,844 199 34,782 247

111 - - 10,756 150 12,101 180 16,941 223

112 1,302 393 11,572 472 13,019 566 18,226 702

113 - - 10,473 150 11,782 180 16,495 223

114 - - 1,069 60 2,330 72 3,262 89

115 - - 740 70 1,613 84 2,258 104

116 16,448 - 19,778 88,112 32,717 105,734 42,278 131,110

117 16,603 - 20,531 - 25,488 220,280 29,151 273,147

118 33,533 2,664 34,930 3,197 37,106 91,948 38,715 114,016

119 3,648 2,023 4,331 2,428 7,201 2,914 9,322 3,613

120 9,178 1,200 10,266 1,440 11,909 1,728 13,124 2,143

121 1,800 12,207 2,164 16,648 2,662 19,978 3,031 24,773

122 1,810 13,158 1,875 17,790 2,034 21,348 2,151 26,472

123 1,850 36,178 2,283 45,414 2,924 54,497 3,397 67,576

124 1,900 27,929 2,160 35,515 2,654 42,618 3,019 52,846

125 1,880 - 2,756 2,000 3,954 3,900 4,839 4,836

126 - 10,576 - 14,691 - 17,629 - 21,860

127 - 4,520 - 15,424 - 18,509 - 22,951

128 11,000 3,837 13,699 4,604 16,933 5,525 19,322 6,851

129 17,000 6,413 74,247 7,696 142,696 9,235 193,279 11,451

130 - - - - - - - -

131 3,191 870 3,501 1,044 4,756 1,253 5,683 1,554

132 2,560 300 3,413 360 7,441 432 10,417 536

133 5,763 15,296 10,671 18,355 11,739 22,026 16,434 27,312

134 6,401 16,989 11,853 20,387 13,038 24,464 18,254 30,335

135 1,095 7,057 7,301 8,468 8,031 10,162 11,244 12,601

136 1,157 7,457 7,714 50,000 8,485 72,500 11,879 89,900

137 574 3,698 3,825 82,000 4,208 118,900 5,891 147,436

138 380 2,449 2,534 48,433 2,787 70,228 3,902 87,083

139 919 5,925 1,226 7,110 2,672 8,532 3,741 10,580

140 858 5,532 5,723 38,667 6,295 56,067 8,814 69,523

A-64



2008 2011 2021 2031

141 1,072 6,909 7,147 104,449 7,862 151,451 11,007 187,799

142 1,286 8,290 8,576 9,948 9,434 11,938 13,207 14,803

143 21,650 4,111 22,136 1,521 24,583 2,206 32,900 2,736

144 8,876 1,483 9,443 1,780 10,072 2,136 14,101 2,649

145 8,908 1,563 16,416 1,876 17,510 2,251 20,794 2,791

146 227,636 2,011,888 303,515 2,313,671

147 121,406 210,000 182,109 700,000 242,812 805,000

148 30,351 15,000 45,527 50,000 60,703 57,500

149 1,636 808 2,454 2,694 3,271 3,098

150 81,299 40,179 121,949 133,930 162,599 154,020

IREO 21,626 201,399 24,870 231,609

1,664,600 624,521 2,872,624 1,472,992 4,934,476 4,998,097 6,634,760 5,918,643

Zone-wise Projections under ‘Moderate Scenario’


2008 2011 2021 2031

1 18,197 1,468 24,028 1,762 26,084 2,114 33,075 2,621

2 19,633 1,907 21,369 2,288 32,704 2,746 41,786 3,405

3 20,464 1,398 25,129 1,678 41,261 2,014 53,198 2,497

4 22,858 2,116 24,033 2,539 35,122 3,047 42,088 3,778

5 10,810 897 14,015 1,076 20,208 1,291 23,143 1,601

6 11,829 317 14,822 380 25,081 456 31,737 565

7 42,182 2,390 45,054 2,868 59,728 3,442 69,449 4,268

8 20,677 2,089 21,100 2,507 33,525 3,008 38,950 3,730

9 72,812 3,046 75,090 3,655 83,585 4,386 146,509 5,439

10 44,896 1,320 56,833 1,584 80,086 1,901 100,908 2,357

11 45,594 4,954 52,069 5,945 68,759 7,134 99,107 8,846

12 43,942 8,074 45,208 9,689 49,715 11,627 58,728 14,417

13 11,654 11,276 12,572 13,531 13,543 16,237 14,514 20,134

14 24,760 1,972 28,607 2,366 29,172 2,839 29,737 3,520

15 38,876 2,955 41,595 3,546 53,529 4,255 67,776 5,276

16 7,827 456 8,592 547 15,964 656 17,337 813

17 14,101 779 16,107 935 26,694 1,122 32,281 1,391

18 34,520 18,100 35,238 31,720 46,586 38,064 54,730 47,199

19 12,915 2,770 13,453 9,324 22,471 11,189 26,798 13,874

20 22,457 3,444 22,761 11,133 24,278 13,360 26,772 16,566

A-65



2008 2011 2021 2031

21 14,494 921 17,307 1,105 28,844 1,326 36,055 1,644

22 22,697 1,993 24,478 2,392 30,373 2,870 39,019 3,559

23 54,264 3,450 59,393 4,140 99,477 4,968 111,267 6,160

24 93,807 29,749 97,127 5,938 129,305 8,611 194,812 10,677

25 500 17,471 2,670 40,000 11,672 58,000 16,674 71,920

26 6,763 26,982 10,345 4,785 31,272 6,939 43,781 8,604

27 14,997 32,066 35,867 7,729 105,015 11,207 97,518 13,897

28 10,998 43,442 16,367 12,827 44,401 18,600 62,161 23,063

29 2,312 899 2,826 1,579 3,339 11,895 3,750 14,750

30 4,208 8,303 7,790 9,964 23,523 11,957 32,932 14,827

31 17,578 1,817 19,531 2,180 42,577 2,616 59,608 3,244

32 6,037 3,309 6,118 3,971 8,279 4,765 9,359 5,909

33 15,743 5,014 16,093 6,017 16,442 7,220 23,019 8,953

34 8,842 5,158 12,502 9,190 18,393 13,028 22,748 16,155

35 7,606 402 7,787 3,482 8,150 6,178 10,512 7,661

36 11,188 3,093 11,567 9,712 11,834 11,654 14,100 14,451

37 12,079 - 12,884 7,140 13,689 8,568 14,494 10,624

38 34,605 3,747 35,492 4,496 40,816 5,395 57,142 6,690

39 29,279 2,097 32,532 2,516 45,545 3,019 63,763 3,744

40 14,245 1,868 15,828 2,242 34,505 2,690 48,307 3,336

41 27,815 2,797 30,113 3,356 72,186 4,027 101,060 4,993

42 5,961 18,664 19,831 57,710 88,449 69,252 131,767 85,872

43 58,539 20,586 62,044 60,017 123,977 72,021 181,568 89,306

44 17,427 1,318 17,524 1,582 18,621 1,898 20,718 2,354

45 37,342 2,066 38,873 2,479 69,114 2,975 88,851 3,689

46 38,247 2,115 40,168 2,538 77,566 3,046 102,593 3,777

47 46,672 1,349 49,129 1,619 67,101 1,943 99,941 2,409

48 9,512 - 11,097 200 15,365 240 29,389 298

49 28,530 5,518 31,700 6,622 54,105 7,946 76,747 9,853

50 32,938 3,216 35,932 3,859 58,331 4,631 69,664 5,742

51 24,101 2,734 28,722 3,281 45,716 3,937 64,359 4,882

52 40,512 14,629 46,023 17,555 71,835 21,066 85,690 26,122

53 10,604 7,855 17,673 9,426 29,528 11,311 44,939 14,026

54 7,437 1,495 8,499 1,794 14,528 2,153 29,940 2,670

55 4,260 3,419 9,467 4,103 16,637 4,924 23,892 6,106

56 27,775 14,016 28,932 16,819 43,072 20,183 68,301 25,027

A-66



2008 2011 2021 2031

57 32,859 4,970 36,510 5,964 69,592 7,157 81,429 8,875

58 - - 14,299 - 31,172 200 43,641 248

59 - - 8,267 - 14,022 150 21,231 186

60 - - 3,328 - 7,255 80 10,157 99

61 936 771 6,474 925 17,193 1,110 28,070 1,376

62 - - 8,041 1,500 29,330 1,800 45,062 2,232

63 - - 5,775 - 12,590 50 17,625 62

64 2,353 712 2,615 854 2,746 1,025 2,876 1,271

65 - - 8,289 1,590 19,869 1,908 35,817 2,366

66 13,000 14,853 34,874 17,824 54,456 21,389 91,097 26,522

67 - - 9,030 - 18,404 100 29,766 124

68 - - 6,883 - 13,725 100 18,216 124

69 - 7,660 11,986 9,192 24,849 11,030 33,788 13,677

70 - - 11,458 - 37,679 200 50,751 248

71 599 444 7,165 2,533 20,019 3,040 28,952 3,770

72 1,274 802 1,328 962 1,520 1,154 1,661 1,431

73 1,215 367 5,798 1,940 8,540 2,328 17,956 2,887

74 3,254 4,379 3,540 7,255 5,247 8,706 6,508 10,795

75 - - 234 800 510 960 713 1,190

76 - - 3,578 300 17,600 360 26,440 446

77 5,154 424 9,545 509 15,808 611 21,131 758

78 10,628 875 15,681 1,050 32,905 1,260 45,067 1,562

79 3,209 914 6,829 1,097 11,192 1,316 14,416 1,632

80 5,992 378 9,399 454 17,489 545 23,685 676

81 2,200 - 7,188 150 13,111 180 17,487 223

82 - - 8,845 150 19,614 1,680 31,460 2,083

83 - - 7,050 200 11,793 2,040 17,511 2,530

84 - - 2,118 200 11,417 2,264 26,983 2,807

85 1,432 433 7,953 520 12,337 624 16,272 774

86 4,699 1,106 8,852 1,327 21,054 1,592 30,809 1,974

87 3,000 - 3,028 - 3,156 200 3,250 248

88 - - 375 2,500 817 3,000 1,144 3,720

89 5,977 678 9,922 814 23,430 977 30,802 1,211

90 - - 9,485 - 16,677 60 23,948 74

91 - - 1,455 - 4,972 70 14,961 87

92 1,522 1,255 13,298 1,506 24,250 1,807 41,950 2,241

A-67



2008 2011 2021 2031

93 3,382 383 13,595 460 21,898 552 28,729 684

94 - - - - - 40 - 50

95 2,100 - 12,176 - 19,152 100 26,002 124

96 - - - - - 2,050 - 2,542

97 1,700 - 1,795 - 2,012 3,050 2,173 3,782

98 - - - - - 4,879 - 6,050

99 - - 9,860 - 12,495 - 15,093 -

100 822 609 913 731 1,095 877 1,278 1,087

101 - - - - 4,353 150 6,094 186

102 - - 3,062 60 8,373 72 10,723 89

103 9,282 2,185 24,342 2,622 32,762 3,146 43,370 3,901

104 3,051 923 15,749 1,108 23,139 1,330 31,276 1,649

105 4,500 1,268 6,809 1,522 12,088 1,826 15,157 2,264

106 5,025 1,183 9,650 1,420 16,043 1,704 21,785 2,113

107 7,200 2,089 17,490 2,507 24,356 3,008 31,236 3,730

108 1,362 412 8,108 494 13,622 593 19,071 735

109 - - 12,790 100 18,888 120 26,444 149

110 3,313 138 18,084 166 24,844 199 34,782 247

111 - - 6,756 150 12,101 180 16,941 223

112 1,302 393 7,572 472 13,019 566 18,226 702

113 - - 6,473 150 11,782 180 16,495 223

114 - - 1,069 60 2,330 72 3,262 89

115 - - 740 70 1,613 84 2,258 104

116 16,448 - 19,778 88,112 32,717 105,734 42,278 131,110

117 16,603 - 20,531 - 25,488 220,280 29,151 273,147

118 33,533 2,664 34,930 3,197 37,106 91,948 38,715 114,016

119 3,648 2,023 4,331 2,428 7,201 2,914 9,322 3,613

120 9,178 1,200 10,266 1,440 11,909 1,728 13,124 2,143

121 1,800 12,207 2,164 16,648 2,662 19,978 3,031 24,773

122 1,810 13,158 1,875 17,790 2,034 21,348 2,151 26,472

123 1,850 36,178 2,283 45,414 2,924 54,497 3,397 67,576

124 1,900 27,929 2,160 35,515 2,654 42,618 3,019 52,846

125 1,880 - 2,756 2,000 3,954 3,900 4,839 4,836

126 - 10,576 - 14,691 - 17,629 - 21,860

127 - 4,520 - 15,424 - 18,509 - 22,951

128 11,000 3,837 13,699 4,604 16,933 5,525 19,322 6,851

A-68



2008 2011 2021 2031

129 17,000 6,413 44,247 7,696 92,696 9,235 133,279 11,451

130 - - - - - - - -

131 3,191 870 3,501 1,044 4,756 1,253 5,683 1,554

132 2,560 300 3,413 360 7,441 432 10,417 536

133 5,763 15,296 10,671 18,355 11,739 22,026 16,434 27,312

134 6,401 16,989 11,853 20,387 13,038 24,464 18,254 30,335

135 1,095 7,057 7,301 8,468 8,031 10,162 11,244 12,601

136 1,157 7,457 7,714 25,000 8,485 36,250 11,879 44,950

137 574 3,698 3,825 41,000 4,208 59,450 5,891 73,718

138 380 2,449 2,534 24,217 2,787 35,114 3,902 43,542

139 919 5,925 1,226 7,110 2,672 8,532 3,741 10,580

140 858 5,532 5,723 38,667 6,295 56,067 8,814 69,523

141 1,072 6,909 7,147 104,449 7,862 151,451 11,007 187,799

142 1,286 8,290 8,576 9,948 9,434 11,938 13,207 14,803

143 21,650 4,111 22,136 1,521 24,583 2,206 32,900 2,736

144 8,876 1,483 9,443 1,780 10,072 2,136 14,101 2,649

145 8,908 1,563 16,416 1,876 17,510 2,251 20,794 2,791

146 227,636 997,133 303,515 1,146,703

147 121,406 105,000 182,109 350,000 242,812 402,500

148 30,351 7,500 45,527 25,000 60,703 28,750

149 1,636 404 2,454 1,347 3,271 1,549

150 81,299 20,090 121,949 66,965 162,599 77,010

IREO 10,813 100,700 12,435 115,804

Total 1,664,600 624,521 2,520,624 1,209,782 4,291,663 3,250,516 5,787,325 3,891,932

A-69


Zone-wise Projections under ‘Realistic Scenario’


2008 2011 2021 2031

1

18,197

1,468

14,775

1,512

15,803.4

1,784

31,607

2,569

2

19,633

1,907

8,013

1,964

9,348.9

2,318

18,698

3,338

3

20,464

1,398

14,208

1,440

16,339.4

1,699

32,679

2,447

4

22,858

2,116

14,237

2,179

15,325.5

2,571

30,651

3,702

5

10,810

897

11,778

924

13,970.8

1,090

27,942

1,570

6

11,829

317

12,494

327

12,752.8

386

25,506

556

7

42,182

2,390

24,967

2,462

29,641.1

2,905

59,282

4,183

8

20,677

2,089

16,845

2,152

17,994.2

2,539

35,988

3,656

9

72,812

3,046

38,639

3,137

43,133.9

3,702

146,509

5,331

10

44,896

1,320

47,553

1,360

50,806.3

1,605

101,613

2,311

11

45,594

4,954

47,999

5,103

55,309.3

6,022

110,619

8,672

12

43,942

8,074

27,180

8,316

29,433.9

9,813

58,868

14,131

13

11,654

11,276

12,572

11,614

13,543.2

13,705

27,086

19,735

14

24,760

1,972

20,693

2,031

21,257.9

2,397

42,516

3,452

15

38,876

2,955

26,386

3,044

29,352.9

3,592

58,706

5,172

16

7,827

456

8,592

470

10,964.4

555

21,929

799

17

14,101

779

16,107

802

16,694.1

946

33,388

1,362

18

34,520

18,100

35,238

18,743

36,585.5

22,117

73,171

31,848

19

12,915

2,770

8,072

4,853

8,744.3

5,727

17,489

8,247

20

22,457

3,444

8,093

5,547

8,598.5

6,545

17,197

9,425

21

14,494

921

5,048

949

5,408.3

1,120

10,817

1,613

22

22,697

1,993

16,617

2,053

17,108.6

2,423

34,217

3,489

23

54,264

3,450

21,597

3,554

22,947.3

4,194

45,895

6,039

24

93,807

29,749

49,021

5,938

51,426.3

7,126

102,853

8,836

25

500

17,471

2,668

40,000

2,834.5

48,000

16,674

59,520

26

6,763

26,982

6,148

4,785

6,660.2

5,742

13,320

7,121

27

14,997

32,066

26,711

7,729

27,752.6

9,275

97,518

11,501

28

A-70



2008 2011 2021 2031

10,998 43,442 10,184 12,827 11,202.1 15,393 22,404 19,087

29

2,312

899

514

1,426

1,027.5

2,683

2,055

3,864

30

4,208

8,303

7,553

8,552

8,092.7

10,091

16,185

14,531

31

17,578

1,817

5,859

1,872

6,347.5

2,209

12,695

3,181

32

6,037

3,309

6,118

3,408

8,278.5

4,021

16,557

5,790

33

15,743

5,014

16,093

5,164

16,442.5

6,094

32,885

8,775

34

8,842

5,158

12,502

5,313

13,142.5

7,269

26,285

10,467

35

7,606

402

7,787

414

8,149.6

1,489

16,299

2,144

36

11,188

3,093

11,567

3,186

11,833.6

3,759

23,667

5,413

37

12,079

-

12,884

1,140

13,689.0

1,345

27,378

1,937

38

34,605

3,747

10,648

3,859

11,534.8

4,554

23,070

6,558

39

29,279

2,097

7,808

2,160

8,458.4

2,549

16,917

3,671

40

14,245

1,868

4,748

1,924

5,144.1

2,270

10,288

3,269

41

27,815

2,797

7,947

2,881

8,609.3

3,400

17,219

4,896

42

5,961

18,664

12,076

20,538

13,070.0

24,235

26,140

34,898

43

58,539

20,586

18,012

21,517

19,513.1

25,390

39,026

36,562

44

17,427

1,318

4,841

1,358

6,325.0

1,602

12,650

2,307

45

37,342

2,066

13,297

2,128

14,149.1

2,511

28,298

3,616

46

38,247

2,115

8,732

2,178

9,605.4

2,570

19,211

3,701

47

46,672

1,349

13,647

1,389

15,011.6

1,639

30,023

2,360

48

9,512

-

11,097

200

12,682.5

236

25,365

340

49

28,530

5,518

8,453

5,684

9,509.9

6,707

19,020

9,658

50

32,938

3,216

7,985

3,312

8,983.0

3,908

17,966

5,628

51

24,101

2,734

9,643

2,816

10,646.8

3,323

21,294

4,785

52

40,512

14,629

20,703

15,068

22,391.0

17,780

44,782

25,603

53

10,604

7,855

7,069

8,091

7,953.1

9,547

15,906

13,748

54

7,437

1,495

2,833

1,540

3,187.2

1,817

6,374

2,616

55

4,260

3,419

3,787

3,522

4,260.0

4,156

8,520

5,985

56

27,775

14,016

9,258

14,436

10,415.6

17,034

20,831

24,529

A-71



2008 2011 2021 2031

57

32,859

4,970

14,604

5,119

16,429.5

6,040

32,859

8,698

58

-

-

8,937

-

9,830.7

200

19,661

288

59

-

-

5,167

-

5,683.5

150

7,957

216

60

-

-

2,080

-

2,288.0

80

3,203

115

61

936

771

7,796

794

8,575.8

937

17,152

1,349

62

-

-

11,276

1,500

12,403.4

1,770

24,807

2,549

63

-

-

3,609

-

3,970.3

50

5,558

72

64

2,353

712

2,615

733

2,745.6

865

2,876

1,246

65

-

-

11,430

1,590

12,573.5

1,876

25,147

2,701

66

13,000

14,853

49,622

15,299

50,934.7

18,053

101,869

25,996

67

-

-

13,030

-

13,843.9

100

19,381

144

68

-

-

10,883

-

11,563.4

100

16,189

144

69

-

7,660

15,986

7,890

16,984.8

9,310

33,970

13,406

70

-

-

26,458

-

28,112.1

200

39,357

288

71

599

444

16,165

2,457

17,163.7

2,899

23,954

4,175

72

1,274

802

1,328

826

1,519.7

975

1,661

1,404

73

1,215

367

10,798

1,878

11,473.1

2,216

22,946

3,191

74

3,254

4,379

3,540

6,510

5,246.6

7,682

10,493

11,062

75

-

-

234

800

509.5

944

713

1,359

76

-

-

13,578

300

14,935.6

354

29,871

510

77

5,154

424

9,545

437

20,807.9

516

41,616

743

78

10,628

875

19,681

901

42,904.7

1,063

85,809

1,531

79

3,209

914

6,829

941

11,191.9

1,110

22,384

1,598

80

5,992

378

9,399

389

20,489.4

459

40,979

661

81

2,200

-

7,188

150

13,110.8

177

26,222

255

82

-

-

18,845

150

29,614.2

1,677

59,228

2,415

83

-

-

17,050

200

26,793.3

2,036

53,587

2,932

84

-

-

12,118

200

26,416.5

1,260

52,833

1,814

85

A-72



2008 2011 2021 2031

1,432 433 7,953 446 17,337.4 526 34,675 757

86

4,699

1,106

12,852

1,139

26,053.6

1,344

52,107

1,935

87

3,000

-

3,028

-

3,155.6

200

3,250

288

88

-

-

375

500

817.3

590

1,144

850

89

5,977

678

19,922

698

43,429.9

824

86,860

1,187

90

-

-

9,485

-

20,677.0

60

28,948

86

91

-

-

11,455

-

24,972.0

70

34,961

101

92

1,522

1,255

20,298

1,293

44,249.7

1,526

61,950

2,197

93

3,382

383

13,595

394

26,898.0

465

36,729

670

94

-

-

-

-

-

40

-

58

95

2,100

-

12,176

-

24,151.7

100

33,002

144

96

-

-

-

-

-

50

-

72

97

1,700

-

1,795

-

2,012.3

50

2,173

72

98

-

-

-

-

-

879

-

1,266

99

-

-

9,860

-

21,494.8

-

30,093

-

100

822

609

913

627

1,095.4

740

1,278

1,066

101

-

-

-

-

4,352.6

150

6,094

216

102

-

-

3,062

60

18,373.3

71

25,723

102

103

9,282

2,185

28,342

2,251

32,762.1

2,656

65,524

3,825

104

3,051

923

19,749

951

23,139.2

1,122

46,278

1,616

105

4,500

1,268

10,809

1,306

12,087.6

1,541

24,175

2,219

106

5,025

1,183

13,650

1,218

16,042.9

1,437

32,086

2,069

107

7,200

2,089

21,490

2,152

24,356.2

2,539

48,712

3,656

108

1,362

412

12,108

424

13,621.8

500

19,071

720

109

-

-

16,790

100

18,888.4

118

26,444

170

110

3,313

138

22,084

142

24,844.3

168

34,782

242

111

-

-

10,756

150

12,100.8

177

16,941

255

112

1,302

393

11,572

405

13,018.9

478

18,226

688

113

-

-

10,473

150

11,781.8

177

16,495

255

A-73



2008 2011 2021 2031

114

-

-

1,069

60

2,330.1

71

3,262

102

115

-

-

740

70

1,613.0

83

2,258

120

116

16,448

-

19,778

4,000

32,716.7

4,720

65,433

6,797

117

16,603

-

20,531

-

25,488.0

30,280

29,151

43,603

118

33,533

2,664

34,930

2,744

37,106.5

51,350

38,715

73,944

119

3,648

2,023

4,331

2,084

7,200.8

2,459

9,322

3,541

120

9,178

1,200

10,266

1,236

11,909.1

1,458

13,124

2,100

121

1,800

12,207

2,164

12,573

2,662.1

14,836

3,031

21,364

122

1,810

13,158

1,875

13,553

2,034.1

15,993

2,151

23,030

123

1,850

36,178

2,283

39,263

2,923.8

46,330

3,397

66,715

124

1,900

27,929

2,160

28,767

2,654.1

33,945

3,019

48,881

125

1,880

-

2,756

-

3,954.0

1,500

4,839

2,160

126

-

10,576

-

10,893

-

12,854

-

18,510

127

-

4,520

-

4,656

-

5,494

-

7,911

128

11,000

3,837

13,699

3,952

16,932.7

4,663

19,322

6,715

129

17,000

6,413

74,247

6,605

142,696.3

7,794

193,279

11,223

130

-

-

-

-

-

-

-

-

131

3,191

870

3,501

896

4,755.8

1,057

5,683

1,522

132

2,560

300

3,413

309

7,441.0

365

10,417

526

133

5,763

15,296

5,336

15,755

11,738.6

18,591

16,434

26,771

134

6,401

16,989

5,927

17,499

13,038.4

20,649

18,254

29,735

135

1,095

7,057

3,651

7,269

8,031.3

8,577

11,244

12,351

136

1,157

7,457

3,857

25,000

8,485.3

30,000

11,879

37,200

137

574

3,698

1,913

41,000

4,208.0

49,200

5,891

61,008

138

380

2,449

1,267

24,217

2,787.0

29,060

3,902

36,034

139

919

5,925

1,226

6,103

2,672.4

7,202

3,741

10,371

140

858

5,532

2,862

38,667

6,295.4

46,400

8,814

57,536

141

1,072

6,909

5,718

102,099

7,862.0

122,518

11,007

151,923

142

A-74



2008 2011 2021 2031

1,286 8,290 6,861 8,539 9,433.5 10,076 13,207 14,509

143

21,650

4,111

11,128

1,521

24,582.7

1,826

32,900

2,264

144

8,876

1,483

3,777

1,527

10,072.4

1,802

14,101

2,595

145

8,908

1,563

6,566

1,610

17,510.4

1,900

20,794

2,736

146

91,054

314,292

147

72,844

105,000

148

18,211

7,902

149

981

404

150

48,780

20,090

Total

1,664,600

624,521

1,708,109

786,829

2,240,360

1,024,229

4,312,490 1,849,673

A-75



Part - 6

A-76


6. Development of Urban Transport Demand Model

6.1 Base Year Model Development

The main purpose of the Urban Travel Demand Model is to predict the travel patterns and

modal shares under different land-use and transport Scenarios. From the urban planner point of

view, Gurgaon region has a high influence in travel from the Delhi region. So the study area has

been considered as Delhi. The urban demand model developed for Delhi and Noida - Greater

Noida, developed as part of another study, has been updated by adding Gurgaon area.

Travel Demand models can be used for testing different scenarios without actually

implementing projects. For example, one can see the impact of adding a mass transport use

like a metro or BRT etc. Similarly impact on transportation network due to changes in the land

use patterns can be analyzed. The broad framework for the transport modeling for Delhi –

Gurgaon area is given in Figure 6.1.

Figure 6.1 Methodology for Travel Demand Modelling

Several software programs are available for developing travel demand models. The Delhi –

Gurgaon transport model has been developed using TransCAD (a state-of-the-art Travel Demand

Modeling software).

A-77


Model Input

Road network inventory

Public Transportation Details

Planning variables by zones

Trip End Information

Model Outputs

Trip distribution and Mode split equations

Traffic flow

Ridership and Revenue estimate for various system options

Identification of suitable public transport

System

Model Structure

The model is based on a conventional 4-stage transport model approach. It includes:

Trip Generation – calculating the number of

origins and destinations for each zone.

Trip Distribution – attaching the origins and

destinations for complete trips.

Mode Choice – determining the mode for each trip

(TW, car, auto, Public transport).

Assignment –assigning passengers to their respective highway and transit networks.

The highway (road) network with all the major road and some key minor roads. The transit

system would be built with the existing public transport system in all its forms i.e. bus and rail,

Minibuses and shared auto with their routes, frequency, fare structure etc.

Calibration

Trip ends (derived from the Trip

end models) will be used to build

base year trip matrices by mode

using distribution functions from

past information. Distribution

function is adjusted until

assigned flows compare well with

observed flows. These base year

trip matrices are checked for

their accuracy by assigning

distributed trips by mode on the

road network. The assigned

traffic across the screen lines are compared with the observed traffic. Once the model is

calibrated, it can be used to predict the future travel patterns under different land use

transport scenarios.

The model is responsive to:

Street congestion, travel costs,

availability of competing transport modes

including other Public Transport systems

and the growth of the city.

A-78


Generalized costs that include out of pocket costs i.e. fare, vehicle operating cost etc.

and perceived user costs such as value of travel time, cost of waiting time for transit

etc.,

The economic development of the region. A comprehensive data on economic

development in the form of land-use and transport development proposals will be

collected.

The model focuses on morning journey to work peak period conditions. Peak period models

provide much more accurate indications of directional travel patterns during design conditions

than do daily models. However, the daily traffic forecasts can be estimated using peak to day

expansion factor which is obtained from the traffic survey. From the surveys it was observed

that the city morning peak hour is during 9.15 AM to 10.15 AM. So the model was built for this

duration.

Planning Period

Year 2008 is taken as the base year. Demand forecasting on the network and on any proposed

mass transit system is required over a 25 year period. In order to analyze the travel demand in

the study area and estimate the likely traffic patronage on any proposed system, all relevant

data have been collated for the base year 2008, the horizon year 2031 and the two

intermediate years (2011 & 2021).

Modes

The modes that are modeled in the study include two wheeler, car, auto rickshaw and public

transport. The non- motorized transport and commercial vehicles were considered as a

preload.

The following sections detail out the Travel Demand Model developed for the project.

Study Area Zoning

The zoning has followed the ward boundaries in the Delhi – Noida –Greater Noida - Gurgaon

area. Table 6.1 below presents the zones system for the study area. Figure 6.2 represents the

zoning system.

Table 6.1: Study area zoning (Including Delhi zones)

Sl. No Sub Area No of Zones

1 Delhi 208

2 Noida – Greater Noida 40

3 Gurgaon 145

4 External zones 11

Total 404

A-79


Network Development

Transport network developed for the model comprises of two components,

Highway Network for vehicles

Transit Network for public transport system i.e. buses, rail, metro and any new public

transportation system.

Each of the networks is described in detail below

Figure 6.2 Study Area Zoning Map

Highway Network

The coded highway network for the study area represents the nodes (intersections) and links

between them. Connectivity between the network and zones is provided through centroid

connectors. Based on the network inventory, each link has been assigned attributes such as:

number of lanes; divided or undivided carriageway; encroachments; availability of footpaths

etc. Identified road network for the city area is given in Figure 6.3.

A-80


Figure 6.3 Base Year Study Area Road Network

Transit Network

The transit network represents the connectivity, headways, speeds and accessibility of transit

services. In Gurgaon, local minibuses and shared auto rickshaws are plying on the main

corridors. So, Delhi – Gurgaon bus transport system, minibus transport system and shared auto

transport system is included in the model’s transit network.

The transit routes are specified as those using the transport links and having stops/stations at

determined locations. The access to the stops/stations from zone centroids and other nodes is

provided either by existing highway links or by defining exclusive walk links. The distance

between the bus stop/stations is assumed between 500m to 1000m in the public transport

assignment. Figure 6.4 presents the transit network for the study area.

Road length : 2220Km No of nodes : 2753 Centroids : 393 No of links : 3700

A-81


Figure 6.4 Transit Network in the Study Area

Currently, about 681 bus routes and 23 shared auto routes are operated in the entire Delhi-

Gurgaon area. Information on the same was collected and coded in to the system. Fare

structure and frequency for each of these services are also included.

Base Year Travel (2008) Pattern

We have synthetic trips using trip distribution and mode choice models from past studies. The

trip matrices have significantly updated using fresh household survey and roadside interview.

The external trips for the car, two wheeler, auto and public transport were constructed based

on the O-D survey conducted at the outer cordon. The trip matrices thus derived were then

compared with the passenger trip rates for study area derived from the household interview

data. The results of the travel demand estimation for base year and trip rate analysis is

summarized in the Table 6.2.

A-82


Table 6.2: Summary of Estimated Base Year (2008) (Delhi & Gurgaon) Peak hour Travel

Demand

Per-capita Trip rate 1.55

Motorised Trip rate 1.06

Sl. No Mode Internal Trips External Trips Total Trips

1 TW Passengers 340722 15855 356577

2 Car Passengers 290836 23865 314701

3 Auto Passengers 169256 4799 174055

4 Public Transit Passengers

923713 41259 964972

Total 1724527 85778 1810305

The base year peak hour travel demand for Gurgaon area alone is presented in the following

Table 6.3.

Table 6.3: Base year peak hour travel demand in Gurgaon

Sl. No Mode Trips Percentage

1 Car Passengers 49205 34%

2 TW Passenger 63982 44%

3 Auto Passenger 14380 10%

4 Public Transit Passenger* 17395 12%

(* - Public transit includes Local Minibuses and IPT)

Assignment and Observed O-D Validation

Base year mode wise matrices developed were then assigned on the network. The assigned

volume on the network was compared with the observed volume on the screen lines adopted

for the study area. Screen lines running on physical barriers were selected judiciously. The

selected screen lines are

Line bisecting Manesar and Gurgaon area and

Sohna road – Railway station road

Classified volume count survey was carried out at the crossing points across these Screen lines.

The comparison of assigned flows with the traffic volume observed at the two screen lines are

presented in Table 6.4.

A-83


Table 6.4 Results of Observed OD Validation on Screen lines

Mode Observed Assigned % difference Observed Assigned % difference

Screen line 1 (Line Bisecting Gurgaon and Manesar)

TW 489 557 -14% 434 439 -1%

Car 1978 1656 16% 546 512 6%

Auto Rickshaw 212 240 -13% 286 314 -10%

PT passengers 6221 6218 0% 4703 4991 -6%

Screen line 2 (Sohna Road – Railway station Road)

TW 220 220 0% 181 171 6%

Car 327 282 14% 373 425 -14%

Auto Rickshaw 270 229 15% 112 107 4%

PT passengers 1716 1615 6% 1984 1678 15%

Point validation has been done for the important outer cordon locations and is presented in the

Table 6.5. Percentage difference of observed with the assigned are within an acceptable limit

of ±15%.

Table 6.5 Base Year Observed OD Validation on Outer Cordon Locations

Location Observed Assigned % difference

Cordon locations (in trips)

NH 8 (towards Rewari) 1707 1648 3%

Zatakaria road 53 50 6%

Faridabad road 954 845 11%

Pataudi road 1607 1830 -14%

Daurauli road 183 203 -11%

Bahchada chowk 112 123 -9%

NH 8 (towards Delhi) 6182 5585 10%

Old Gurgaon road 1073 1198 -12%

Base Year Results: The traffic characteristics of the study area in terms of average network

speed, average trip length volume to capacity ratio, vehicle distance travelled, total passenger

hours etc. is given in Table 6.6. The Delhi- Gurgaon movement of traffic is also shown below.

A-84


Table 6.6 Trip Characteristics: Do Nothing- 2008

The volume to capacity ratio for the major roads, average journey speed and the passengers

per hour per direction (all modes) is presented in Table 6.7. Traffic flow/capacity for major

road network in the base year is presented in Figure 6.5.

Table 6.7 Base Year (2008) Transport Characteristics on Major roads

Sl. no Name of the Road V/C Ratio Average Network Speed

(kmph)

1 Old NH8 1.22 16.14

2 Pataudi road 1.05 24.66

3 Basai road 1.35 17.61

4 Mehrauli road 0.98 18.27

5 Faridabad road 1.02 17.88

6 Sohna road 0.87 31.41

7 Palam Vihar road 0.94 23.05

8 Khandsa road 0.98 23.67

Trips Assigned (Peak hour) : 130141

Trips Assigned- TW (Peak Hour) : 57441 (44%)

Trips Assigned- Car (Peak Hour) : 44174 (34%)

Trips Assigned-Auto rickshaw (Peak Hour) : 12909 (10%)

Trips Assigned- PT (Peak Hour) :15617 (12%) Average network speed (major corridors) : 21.59Kmph Average Trip length : 8.10 kms Total passenger kms : 132741 pass-kms Total passenger hours : 6174 pass-hrs Total vehicle kms : 452000 veh-kms Total Vehicle hours : 21023 veh-hrs Delhi – Gurgaon movement Trips Assigned (Peak hour) : 64327 Trips Assigned for Delhi-Gurgaon movement : 64327 Trips Assigned- TW (Peak Hour) : 9649 (15%) Trips Assigned- Car (Peak Hour) : 32164 (50%) Trips Assigned-Auto rickshaw (Peak Hour) : 0 (0%) Trips Assigned- PT (Peak Hour) : 22514 (35%)

A-85


Figure 6.5 Base Year Flow/Capacity Diagram for peak hour traffic

Calibration

Trip Generation: Trip end models were calibrated by relating the trip produced from and

attracted to the zones with the Land use. Table 6.8 presents the base year population and

employment for the study area.

Table 6.8 Population and Employment - 2008

Sub area Population Employment

Delhi 15058192 5049556

Noida- Greater Noida 1157875 361034

Gurgaon 1679988 542310

TOTAL 17896055 5952900

The calibrated trip end models are presented below.

Productions:

TP = 1.08 * Population + 2501 R2 = 0.88

Attractions:

TA = 1.78 * Employment + 2233 R2 = 0.82

A-86


Trip Distribution

A combined gravity (distribution) model formulation was calibrated. The base year trip ends,

zone-to-zone cost skims derived from the highway and transit networks were used to calibrate

the gravity model.

The equation for the distribution function is as follows:

Tij =Ai Oi Bj Dj Fij

Where

‘O’ Trip Productions

‘D’ Trip Attractions

A & B are balancing factors

‘F’ Deterrence Function

Fij = aCbij e - cCij

a, b and c are the calibration function

‘C’ is the generalized cost of travel between zones

The parameters for the deterrence function were calibrated. It was found that the combined

Gamma function fitted best for the study area. The combined Gamma function follows the

form:

Fij = aCbij e - cCij

The calibrated parameters for the deterrence function (Gamma Function) are provided in the

Table below.

A B C

1.0731 -1.3058 0.0706

Mode Choice

A multinomial mode choice model of the following form shown below is calibrated in order to

split the trips among the modes, public transport, car, and two Wheeler and Auto rickshaws.

The public transport assignment module shall achieve the modal split among the public-

transport modes i.e., Bus, Shared auto and Rail. Utility functions (VM) for each mode were

calibrated using the disaggregate person trip and mode choice data derived from the observed

o-d, travel time and travel cost for each individual.

VM = α TTM +βTCM

Where,

TTM - Travel Time by Mode M

TCM - Travel Cost by Mode M

A-87


α and β are modal calibration parameters

The information on the alternate modes, i.e., travel time and travel cost, available to user,

was generated from the time and cost skims obtained in public transport and highway

assignment procedures.

The calibrated parameters are given in Table 6.9.

Table 6.9 Calibrated Mode Choice Parameters

Mode α β

Two Wheeler 0.002443 0.000167

Car 0.000172 -0.000724

Auto -0.015517 -0.001816

Public Transport 0.001195 0.06411

It may be seen that as anticipated the public transport modal share reduces from the current

level of 12% in 2008 to 5% in 2031. There is more than threefold increase in the vehicle

kilometers, ie; from 0.7 million to 2.6 million during the period of 2011-2031 resulting in

drastic reduction in speeds from 18km/hr to 10 km/hr during the peak hour.

Delhi-Gurgaon trips during peak hour have almost doubled (1.1 lakhs to 2.4 lakhs) in the same

period which is essentially being met with three major roads and one metro line form Delhi-

Gurgaon that is ending at Sushant Lok and three proposed roads under this scenario.

A-88



Part - 7

A-89


7. Environmental Assessment

The rapid growth of the Indian economy has had a large amount of stress on the environment,

particularly on the quality of air. As the economy and the population continue to grow, the

demand for motorized vehicles and fuel will increase, as well. Liquid fuel consumption in the

transport sector accounted for about 30% of our total petroleum products consumption.

Motor Vehicle Population in Gurgaon

The vehicle population in Gurgaon shows a tremendous growth during the past few years.

During past four years, vehicle registration has

marked a growth rate more than 20% per

annum. Particularly personal modes have

registered a very high growth rate, cars are

growing at 30% rate, while two wheelers at

22%. Due to the absence of public transport in

Gurgaon, IPT modes are adding more in the

vehicle population. It is imperative that in

Gurgaon, on an average 250 vehicles are

getting registered daily, in which two

wheelers and cars constitute about two- third.

Also the floating population of vehicles from neighboring places, especially from Delhi is huge.

The existence of old vehicles along with high growth in the recent past really impacted the

pollution level in Gurgaon.

Existing Vehicle Emissions

The estimated vehicle emission load in Gurgaon for 2009 is presented in Table 7.1. The daily

emission constitutes about 15 tonnes of pollutants.

Table 7.1 Estimated Vehicle Emission/Day in Gurgaon for 2009 (in tonnes)

Veh. Type TSP SO2 NOX CO HC Pb Total

Car 0.02 0.03 0.23 1.15 0.18 0.00 1.61

2-Whlr 0.00 0.01 0.05 1.00 0.09 0.00 1.15

Auto 0.01 0.06 0.01 1.48 0.92 0.00 2.49

Bus 0.30 0.24 2.53 1.53 0.25 0.00 4.86

Commercial vehicles

0.30 0.24 2.53 1.53 0.25 0.00 4.86

Total 0.64 0.59 5.36 6.69 1.70 0.00 14.97

Note: based on emission factors provided by NPCB

0

20000

40000

60000

80000

100000

2005 2006 2007 2008

No

. of

Ve

hic

les

Year

Total

AR

TW

Car

A-90


Emission under Do- minimum- 2031

The advancement in technology in the Indian automobile industry has gone a long way and has

introduced advanced emissions and energy efficient vehicles, including hybrids and electric

cars in India. Several Indian companies have begun work on hybrid vehicles – three-wheelers

with hybrid propulsion, range extender hybrid truck prototypes, etc. hence it is assumed that

emissions reduce in the future due to better technology vehicles. This intervention indicates

only a slightly higher increase in the emission by 2031 than 2009, though the trips are expected

increase three folds. Anticipated emission from vehicles under ‘do- minimum’ situation – 2031

is presented in Table 7.2.

Table 7.2: Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) under ‘Do- minimum’

scenario


Car 0.02 0.04 0.29 1.44 0.23 0.00 2.01

2-Whlr 0.00 0.01 0.06 1.25 0.11 0.00 1.44

Auto 0.02 0.08 0.02 1.85 1.16 0.00 3.11

Bus 0.38 0.30 3.17 1.92 0.32 0.00 6.09

Commercial vehicles

0.38 0.30 3.17 1.92 0.32 0.00 6.09

Total 0.80 0.73 6.71 8.38 2.13 0.00 18.74

Assumption: Vehicular emissions reduce due to better technology vehicles

Emission with the IMP Interventions- 2031

The proposed IMP for Gurgaon approach to reduce air pollution would include reducing the

number of vehicles on the road, by enhancing the public transport system with more buses and

Mass Transport System, along with efficient traffic management measures. This would ensure

better traffic flow and thus higher speeds and the emissions are expected to reduce to half.

Details are presented in table 7.3.

Table 7.3 Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) with IMP - 2031


Car 0.01 0.02 0.12 0.60 0.09 0.00 0.84

2-Whlr 0.00 0.01 0.02 0.52 0.05 0.00 0.60

Auto 0.01 0.03 0.01 0.77 0.48 0.00 1.30

Bus 0.16 0.13 1.32 0.80 0.13 0.00 2.54

Commercial Vehicles

0.16 0.13 1.32 0.80 0.13 0.00 2.54

Total 0.33 0.31 2.79 3.49 0.89 0.00 7.81

Department of Town and Country Planning (DTCP), Government of Haryana

December 2010

Integrated Mobility Plan for Gurgaon Manesar Urban

Complex

Final Report

5th Floor ‘A’ Wing, IFCI Tower

Nehru Place New Delhi 110019

www.umtc.co.in


TABLE OF CONTENTS

Chapter 1 INTRODUCTION ...................................................... 1

Chapter 2 VISION AND OBJECTIVES ........................................... 3

2.1 The Vision .......................................................................................... 4

2.2 Objectives ......................................................................................... 4

Chapter 3 TRANSPORT GOAL ................................................... 6

3.1 Snapshots- Today ................................................................................. 7

3.1.1 Transport Characteristics and issues ................................................ 8

3.1.2 Transport Indicators- 2008 ........................................................... 13

3.2 Snapshot—Tomorrow ............................................................................ 14

3.3 Population ........................................................................................ 15

3.4 Development Plan Outline ..................................................................... 16

3.4.1 Development Plan Transport Proposals ............................................ 16

3.5 Employment ...................................................................................... 17

3.6 Transport Demand ............................................................................... 17

3.7 Mobility Plan Goals .............................................................................. 18

3.8 Stake Holder Meeting ........................................................................... 19

Chapter 4 MOBILITY PLAN STRATEGIES ..................................... 21

4.1 Land Use and Transport Strategy ............................................................. 22

4.2 Development of Mobility Corridors ........................................................... 23

4.2.1 Aggressive: Option 1_ Ring ........................................................... 25

4.2.2 Aggressive: Option II_ Grid Network ................................................ 26

4.2.3 Moderate and Realistic Strategy .................................................... 27

4.3 Public /Mass Transit Strategy ................................................................. 29

4.3.1 Higher Order Mass Transit System Strategy ....................................... 29

4.4 Non- Motorized Transport Strategy........................................................... 31

4.5 Freight Management Strategy ................................................................. 32

4.6 Traffic Management ............................................................................. 32

4.6.1 Intersection Redesign ................................................................. 32

4.6.2 Installation of Traffic Control Devices ............................................. 33

4.6.3 Traffic Signs and Markings ............................................................ 33

4.6.4 Parking Management .................................................................. 33

4.7 Travel Demand Management Strategy ....................................................... 34


Chapter 5 MOBILITY PLAN ..................................................... 35

5.1 Mobility Corridor Plan .......................................................................... 36

5.2 Corridor Development .......................................................................... 38

5.3 Flyovers/Underpass Plan ....................................................................... 39

5.4 Public Transport/Mass Transport Plan ....................................................... 40

5.4.1 Introduction of Bus System ........................................................... 40

5.4.2 BRT Based Public Transport Plan- 2011 ............................................ 42

5.4.3 High Speed High Capacity Mass Transit System Plan- 2021 ..................... 44

5.4.4 Mass Transport Plan under ‘Moderate’ Scenario ................................. 47

5.4.5 Mass Transport Plan under ‘Aggressive’ Scenario ................................ 48

5.4.6 Complementary Proposals ............................................................ 49

5.5 Non- Motorized Transport Plan................................................................ 49 5.5.1 Install Footpaths ....................................................................... 50

5.5.2 Install Bi-cycle Lanes .................................................................. 51

5.6 Passenger Terminal Plan ....................................................................... 53 5.7 Frieght Management Plan ...................................................................... 54 5.8 Development of RoBs/RuBs .................................................................... 55 5.9 Traffic Management Measures ................................................................ 55 5.9.1 Intersection Redesign ................................................................. 56

5.9.2 Road Improvements ................................................................... 66

5.9.3 Footpath cum Drain ................................................................... 67

5.9.4 Safe Pedestrian Crossing Facilities .................................................. 68

5.9.5 Bicycle Lanes ........................................................................... 69

5.9.6 On- Street Parking Management..................................................... 69

5.9.7 Off- street Parking Facilities ......................................................... 72

5.9.8 Bus Transport .......................................................................... 73

5.9.9 Traffic Management for Market Area ............................................... 75

5.9.10 Regulation of Cycle Rickshaws ....................................................... 76

5.9.11 Regulation of Auto rickshaws ........................................................ 76

5.9.12 Enforcement ............................................................................ 76

5.10 IMP Outcome ................................................................................... 78

Chapter 6 INVESTMENT PROGRAMME ....................................... 79

6.1 Cost Estimation .................................................................................. 80 6.2 Phasing ............................................................................................ 80

6.3 Funding Options.................................................................................. 81 6.4 Project Profile ................................................................................... 82

Chapter 7 INSTITUTIONAL FRAMEWORK .................................... 96

7.1 Present Institutional Set-Up ................................................................... 97 7.2 Issues with the Present Institutional Set up ................................................ 98 7.3 Proposed Institutional Framework............................................................ 99


1

Chapter 1

Introduction


2

The Integrated Mobility Plan

(IMP) for Gurgaon-Manesar

Urban Complex (GMUC) seeks to

create an integrated land use

transport plan keeping in view

the objectives of the National

Urban Transport Policy (NUTP).

The IMP will aim to guide all

investments to happen in

accordance with the plan so

that an overall mobility vision is

not lost. The Mobility Plan will

emphasize movement of people

and goods and not just motor

vehicles, and hence will give

priority to public transit and

non-motorized modes.

It is anticipated that by 2031, the population within GMUC will be about 43 Lakhs, which

will be about 3 times higher than the present population. The proposed SEZs in and around

GMUC are expected to generate huge employment in the area. This would further increase

the population if these SEZs will come up within the stipulated time. The peak hour

motorised transport demand estimated for 2031 is about 3.7 Lakhs, which is currently only

1.3 Lakhs. The impact of this high demand on the transport infrastructure of GMUC will be

huge and critical.

Plans are made and a number of projects are underway by various agencies/institutions

responsible for planning and implementing transport projects for GMUC. This IMP will help

to have an integrated approach to improve the transportation infrastructure in Gurgaon

with co-ordination and streamlining of activities of different agencies.

This report apart from formulating a transport improvement roadmap for the future

includes suitable transport investment program for GMUC including short, medium and

long- term projects that fits into the Mobility Plan.

While the IMP reaches out into the future (20 year horizon) with growth and fluctuations

seen in our fast growing economy, the fundamentals of the IMP need to be revised at least

every five years, if not earlier. While for our planning, we have considered a horizon year

employment in the region as 18.5 Lakhs, if the economy has its way this will be 59 Lakhs as

can be seen from our ‘Optimistic Land use Scenario’.


3

Chapter 2

Vision and Objectives


4

2.1 The Vision

The mobility plan seeks to “move people, not vehicles”. By emphasizing the pre-eminence

of public transport and goods transport and integrating the land use with transport

networks, with encouraging

non-motorised transport it

seeks to achieve the

objectives of the NUTP in

GMUC. The IMP vision for

transport in GMUC ensures that the GMUC will have a high class sustainable and efficient

transport infrastructure that will meet the needs of the economic developments that are

proposed in the area.

2.2 Objectives

Gurgaon has developed as an industrial, IT, BPO and commercial hub. Multinational

companies, large business houses, foreign investors, Non-Resident Indians (NRI) are

continuing to invest in Gurgaon. Rapid urbanization, population growth, growing economy

and emerging employment opportunities in the region have placed an enormous demand

for quality in transport infrastructure. Apart from being plagued by huge gaps in

infrastructure to serve the current population, GMUC faces common challenges like

deficient public transport, traffic congestion, deteriorating roads, pollution, etc.

The objective of the Integrated Mobility Plan is to develop a transportation vision, set goals

and objectives based on the defined

vision and develop specific actions in

the form of short, medium and long

term transportation improvement

proposals that will achieve the

transportation vision for the area. In order to attain the vision, the mobility plan seeks to

make public transport facilities available to all residents within a reasonable distance from

their homes, work places and other destination points. It also seeks to encourage greater

use of non-motorized modes by making their use safer. Recognizing that GMUC is a rapidly

growing area and travel demand is expected to grow, there is no escape from having to

decongest some of the highly choked areas and intersections. This is being suggested

“To ensure that the Gurgaon - Manesar Urban Complex

will have a high class sustainable and efficient transport

infrastructure that will meet the needs of the economic

developments proposed in the area”

To develop a transportation vision, set goals and

objectives based on the defined vision and

develop transportation proposals that will

achieve the transportation vision


5

because long idling of motor vehicles at crowded junctions and corridors adds to pollution

and unnecessary use of an imported fuel and also global warming. The estimated daily

vehicular emission in Gurgaon is about 15 tones currently. If the situation continues by

2031, this will increase to 18 tones, even with better technology vehicles. The emission

estimated is presented in Part 7 of the Support Document of the IMP.

In order to address the existing and envisaged mobility situation in 2031 and to fulfill the

vision stated above, the following objectives need to be achieved:

Integration of land use and transport-connectivity between the areas of activities

within the GMUC

Accessibility within and outside GMUC

Better connectivity with Delhi

Increased use of Public Transit

Improved non-motorized and pedestrian facilities

Improved safety of travel

Reduction in pollution

National Urban Transport Policy

The National Urban Transport Policy (NUTP) has been formulated by the Ministry of Urban

Development in 2006 to transform the current urban transport system into a safe,

convenient and efficient transportation system across all urban areas in India. The

objectives of the NUTP are:

Integrating land use and transport planning

Priority to the use of public transport

Integrated public transit system

Pedestrian facilities and pathways

Non -Motorized Vehicle Traffic

Parking and Freight management

Capacity building

Pollution Reduction

The IMP essentially will suggest various actions that lead towards the vision guided by the

general objectives of the NUTP.


6

Chapter 3

Transport Goal


7

3.1 Snapshots- Today

GMUC has witnessed tremendous

urbanization since the past two

decades, due to public- private

participation in land development,

automobile industries, IT and BPO

industry. The advantages that GMUC

has are its proximity to Delhi, to the

International Airport and the Delhi-

Jaipur national highway - NH8. This has

encouraged huge real estate

development along this highway and

other main arteries connecting Delhi

with Gurgaon. The establishment of

Maruti Udyog Ltd. in the early eighties

and its ancillary units such us Mark

Auto, Bharat Seats, Machino Plast and

others in the mid-eighties marked a new

era of industrialization in Gurgaon.

Further, private developers have

already embarked on developing

residential colonies with high-rise

buildings which have added a new dimension to the pattern of urban growth in GMUC. The

residential development in the period

1980-1990, mainly took place on the

northern side of the Defense area south-

western and south-eastern side of the

town. Further, the growth has also

taken place in a dispersed fashion. The

trend in 1990’s has exhibited a faster

pace of population growth in GMUC as

the skilled and semi-skilled work force

moved from Delhi to Gurgaon. The main

development during this period took

place on the south-eastern, south-western and in various pockets developed by colonizers.

Household Interview Surveys indicated that

• Per Capita Trip Rate is 1.2

• Average Trip Length is 7 KM

• Personalized Mode Share is 60%

• Walk-Cycle Mode (NMT) Share is 33%


8

Gurgaon has grown mainly along NH8. The growth of the residential colonies, industrial

areas, hotels, shopping malls, golf course and corporate houses reveal that Gurgaon can be

compared to any modern city of today.

There are many other economic drivers of GMUC. The city has emerged as the third biggest

IT centre in the country and holds 10 percent share in the country’s software exports. Call

centers and BPOs employ roughly 2 Lakh (0.2 Mn) people.

A number of SEZs/ employment centers are expected to come up in GMUC. These

developments are expected to generate huge employment opportunities in Gurgaon in the

future and the impact on the transport infrastrucutre will be massive. Hence it is vital to

adopt innovative approaches to develop GMUC in a systematic and coordinated manner, the

seriousness of urban problems due to sudden population rise has been accelerating and

threatening the urban-environmental conditions in GMUC.

In order to prepare the mobility plan for GMUC to cater to the transport demand for the

next twenty years, the mobility issues of the present system has been elicited. This has

been carried out based on primary surveys and secondary data collected as part of the

study, the details of which are presented in Part 1 of the Support Document of the IMP.

3.1.1 Transport Characteristics and issues

The important transport characteristics and issues in Gurgaon that leads to traffic problems

and inefficient mobility of people are the following:

Public Transport

GMUC lack proper organised public transport for

local/intra -city transport.

As an initiative by the Government, 40 CNG buses

have been introduced recently for intra-city movement and on Delhi-Gurgaon

route.

About 100 private mini buses are operated from

Gurgaon bus stand to various towns/villages in the

vicinity such as Najafgar, Bahadurpura, Maruti

Udyog, IMT Manesar, Pataudi, etc.

About 125 interstate buses are operated between Gurgaon and various States/cities

daily.

Six- seater auto rickshaws are operating on many routes in the city.

Gurgaon has very minimal public transport hence very high usage of personalized modes

Vehicle ownership of

residents in Gurgaon is 0.81


9

The operations of these auto rickshaws are not organised and lack designated

locations for parking and stopping.

Road Infrastructure

The present road network of GMUC constitutes about 220

kms of roads. 58% of roads in GMUC are two lane roads,

leading heavy traffic congestion on the streets in GMUC.

Unorganized and haphazard

parking and encroachment

on roads leads to further

reduction in road capacity.

Street lights are available

only on 20% of roads in

Gurgaon.

Water logging is acute on

roads.

Proper marking and signage

are absent on many roads.

Many roads lack good riding

surface.

Traffic

Speed and Delay Surveys indicated low operating

speeds during peak hours.

Traffic volume counts indicated several oversaturated

juntions and links.

Journey speed is found to be low on Basai road,

Railway road, Mehrauli- Gurgaon road, etc.

Delays on traffic flow are mainly due to junction delay, uncontrolled pedestrian

movement, improper location of bus stops and bad road condition.

8 lane roads: 10% 6 lane roads: 5% 4 lane roads: 27%

2 lane roads: 58%


10

Intersections

Junction Turning count surveys indicated that several

junctions are congested during peak hours, especially

those on the NH 8 expressway.

IFFCO Chowk, Rajeev Gandhi Chowk, Sukrali Chowk,

Shankar Chowk and NH8 – Manesar Industrial Estate

Chowk have very high peak hour traffic in the order of

10,000 PCU.

IFFCO Chowk is the only signallised junction in GMUC,

but is operating without a pedestrian phase though

pedestrian movement/crossing is very high.

Except Lt. Atul Kataria Chowk, all other junctions lack

proper foot path.

All junctions lack markings and signage and safe pedestrian crossing facilities.

Non-Motorized Transport Facilities

The share of non- motorised vehicles (NMVs) on Gurgaon

roads varies between 5% and 20% during peak hours

No separate lanes available for NMVs which forces them

to share the main stream and leads to unsafe traffic

conditions on the roads

Limited pedestrian crossing facility is

available in GMUC.

Roads with usable footpath are significantly lower than

23% and pedestrians are forced to walk on the

carriageway on many roads

Foot path is not available throughout the road length

and is unusable on many roads.

Footpaths are also encroached by hawkers and vendors

or with obstructions like transformers and trees.

Parking

Parking demand is huge in Gurgaon, but off-street

facilities are absent

Vehicles are parking on streets haphazardly interfering

with the traffic

NMV facilities non- existent in Gurgaon


11

Parking survey on roads indicated that more than 80% of

the vehicles are parked for short period (less than one

hour). Short- term parkers are predominant at

commercial areas.

About 11000 vehicles are parked on various roads in

Gurgaon on a normal working day with maximum parking

on M.G. road.

Safety

Fatal accidents account to about half of the total accidents recorded.

Number of accidents are increasing at the rate of 6% per annum.

Accident prone locations include major junctions like IFFCO Chowk, Sukhrali

Chowk, Rajeev Chowk, Manesar Chowk, etc.

Bus Terminals

Interstate and local mini buses are operated from the bus terminal located near

Fountain Chowk, is in the heart of the city.

The area available for the terminal is limited.

The entrance and exit of the terminal are narrow.

Access roads leading to the bus terminal are narrow and encroached by parkers,

hawkers and shop keepers.

Inadequate facilities are available within the bus terminal in terms of bus bays,

boarding alighting platforms and circulation area.

No parking space present for two wheelers, cars, auto rickshaws, which are found,

parking around Fountain Chowk area.

Through traffic

The Origin- destination surveys conducted at the outer cordon locations revealed

that through traffic (bound between places outside of GMUC) is significant on all

major transport corridors. More than 70% of commercial vehicle trips and about

50% of passenger trips are bound between places beyond GMUC.

Ring roads/bypasses are absent forcing through traffic to use Gurgaon roads.

Truck Movement

About 13% of vehicles crossing the outer cordon points of the study area, which

constitutes about 40,000 vehicles, are goods vehicles in which about three- fourth

of goods vehicles move between places outside of Gurgaon.

On an average, about 5000 trucks enter and leave Manesar industrial area daily.


12

About 900 trucks enter and leave Gurgaon in a day from/to other industries in

GMUC.

Even with such huge demand, truck terminals are not present in Gurgaon.

During day time, these vehicles are parked along roads near industries, which is a

traffic hazard.

The mobility issues of these trucks/trailers also a concern in Gurgaon.

Other Issues

Connectivity with New Delhi: The three roads connecting Delhi and Gurgaon are the NH8

expressway, MG road and Old Gurgaon road. As per the count conducted on these three

roads, the daily PCU on these road sections between Delhi and Gurgaon is in the order of

1.3 lakhs, 0.7 lakhs and 0.5 lakhs respectively. This is only bound to increase in the future.

At present considerable thought and work is going on to increase throughput.

Delhi Metro Extension to Gurgaon: Plans to extend

the Delhi Metro from Ambedkar Colony in New Delhi to

Sushant Lok in Gurgaon (Phase 1: 14.5 kms) have now

been formally approved by both Delhi and Haryana

Governments. The construction work is moving at a fast

pace and the metro is expected to be fully functional by

2010. Gurgaon will have stations on this line at Garden

Estate, Sikanderpur, DT City Center, IFFCO Chowk and

Sushant Lok.

DMRC in the revised master plan- 2021, has proposed a

metro link connecting Sushant Lok station with Dwaraka

line (sector 21) as part of Phase III.

The DLF Rail link, a 3 Km link between Sushant Lok station and DLF city is also cleared for

construction.

New road proposals: The development plan- 2021 proposes a number of new roads to

improve the mobility between Delhi and Gurgaon- Manesar Urban complex

Connectivity between Gurgaon and Manesar: The connectivity between Gurgaon and

Manesar is also critical as both the areas are expected to grow together. There are three

roads, connecting Gurgaon and Manesar. They are, NH8, Khandsa road and Pataudi road.

But currently, the connectivity is provided mainly by the expressway. The road condition of

the other two roads is poor. Currently, mini buses are operating between Gurgaon and

http://en.wikipedia.org/wiki/Delhi_Metro


13

Manesar to meet the public transport need of the people. The truck traffic also uses these

roads to access Manesar.

3.1.2 Transport Indicators- 2008

A set of performance indicators has been developed for GMUC and are presented here.

These indicators are adopted from “Study on Traffic and Transportation Policies and

Strategies in Urban Areas in India”, 2008, a study carriedout by the Ministry of Urban

Development. The values of the indicators have been estimated from the primary and

secondary data collected as part of the present study.

Parking Index (Parkable Road Length/Road Length) - 18%

2008 Transport Indicators

Non

Motorized

Non-Motorized Travel Index (% of NMT Trips in Total Trips) - 33%

Network Speed (Average Journey Speed) – 23 kmph

Public Transport Mode Share (PT Trips/Total Motorised Trips) - 10%

Walkability (Footpath Length /Road Length) – 23%

Cyclability (Cycle path Length /Road Length) - 0%

Fatality Index (No. of Fatalities/Lakh Population) - 18

IPT Index (Registered IPT Vehicles/Lakh Population) - 450


14

3.2 Snapshot—Tomorrow

Gurgaon has emerged as a prominant

industrial, IT, BPO and commercial

hub. The integrated approach in the

Industrial Policy of Govt. 1999) to

develop industrial infrastructure, have

boosted up the industrial sector in

Gurgaon. There are around 260 large

and medium scale industrial units and

8000 small-scale units spread over an

area of 370 sq km. In addition to the

city of Gurgaon, IMT Manesar also has

been developed as a satellite industrial town. Types of major industries in Gurgaon are:

Engineering and Automobile

Chemicals and Pharmaceuticals

Plastic and Rubber

Leather and Leather Products

Textile and handloom

Readymade garments

Food Processing and Agro based

Electrical, Electronics and telecommunication

Information Technology & BPO Industry

Growth of Manesar: Manesar has become the home to global industrial units and now an

integrated part of the millennium city, it's a mega-city in the making. With the commercial

and residential hub in Gurgaon and the industrial base in Manesar, the entire district is

expected to gain an upper hand over Noida in the National Capital Region. Managed by

Haryana State Industrial and Infrastructural Development Corporation (HSIIDC), the

industrial area is spread over 5,000 acres. Manesar is located on the intersection of NH-8

and the proposed Kundli-Palwal-Manesar Expressway; it is extremely well connected to

both Delhi and Gurgaon. Under the integrated development plan, the residential sectors in

Manesar has increased from one to four to allow the staff to stay around the industrial units

and be able to simply walk to office. For developers also, Manesar has become a hot

destination.


15

Haryana Government has taken many initiatives to boost the economic growth of the

region. Some of the major ones are described below.

Kundli- Manesar- Palwal (KMP) Global Corridor and prposed developments along the

corridor

Development of Special Economic Zones (SEZs): Major SEZs are proposed around

Gurgaon- Manesar area are Reliance Haryana SEZ (RHSEZ), Raheja SEZ, DLF Cyber

SEZ, Raheja Engineering SEZ, Uppal SEZ, Emmar MGF SEZ, DLF SEZ, IREO SEZ, etc

The proposed DLF Cyber city is expected to generate about 5 lakh and the RHSEZ

about 23 lakh employment.

3.3 Population

Population growth in the

GMUC has recorded a natural

growth till 1991 (135,884).

Since 1991, public sector

and licensed colonizers in

private sector provided the

thrust for achieving planned

development and high

population growth rates. As

per census- 2001, the

population was 4.2 lakhs.

The estimated population

for 2008, based on

secondary sources for GMUC

is about 16 Lakh.

In 2001, the population density of GMUC was 1,124 persons/ sq. km. The density of the

zones varies with land use such as proximity to the transport corridors, commercial centers

and prime residential areas. As per the estimated population from secondary sources, the

present population density has increased to about 4,400 persons/ sq. km.

Density Pattern 2008


16

3.4 Development Plan Outline

The department of Town and Country Planning

Department of Haryana State prepared the

final development plan for Gurgaon - Manesar

Urban Complex which has been approved in

February 2007. The Development Plan controls

the developments in GMUC area till 2021. An

outline of the Development Plan is given in

Part 2 of the Support Document of the IMP.

As per the Development Plan 2021, the

GMUC will accommodate a population of 43

lakhs. Major contributors of population

growth will be the proposed world class

industry specific parks and special economic

zones.

3.4.1 Development Plan Transport Proposals

The Development Plan- 2021 prepared by the Govt., has proposed a number of transport

proposals to cater to the increased transport demand. The proposals include:

90m wide road link

between Vasant Kunj in

Delhi and Mehrauli road

in Gurgaon.

90m wide road link from

Andheria Mor in Delhi to

Gurgaon- Faridabad road

in Gurgaon through

Mandi and Gual Paheri.

Density Pattern 2021

Development Plan 2021


17

150m wide road between Dwaraka to Palam Vihar in Gurgaon.

150m wide northern peripheral road and

90m wide southern peripheral road.

Extension of DMRC metro lines (1) Sushant Lok Phase I and (2) Dwaraka line to

Manesar and upto the KMP corridor.

3.5 Employment

Gurgaon- Manesar Urban Complex is expecting a tremendous growth in employment in the

next two decades. The various employment centers that are expected to generate massive

employment in GMUC are:

IMT Manesar: 5000 acres

DLF Cyber SEZ: 20,000 acres

Phase I development of RHSEZ

Town center proposed by IREO SEZ in sectors 58, 59 and 61: 300 acres

Raheja Engineering SEZ: 268 acres

Uppal SEZ: 270 acres

Emmar MGF: 13,400 acres

Raheja Haryana SEZ: 5,000 acres

If all these ambitious SEZs in and around GMUC will see the light of day within the

stipulated time, they are expected to generate a total employment of about 50 lakhs,

which is higher than the projected resident population of GMUC. Three landuse scenarios

have been adopted to estimate the future travel demand of GMUC, which are explained in

the next Chapter. The list of notified SEZs in Gurgaon district are presented in Part 3 of

the Support Document of the IMP.

3.6 Transport Demand

Based on a growth scenario called as Realistic (details are presented in the next chapter),

the transport situation, with minimum intervention is shown for the year 2031 as predicted

by the Transport Demand Model developed for this specific purpose. (Demand Model

development is presented in Part 6 of the Support Document to this IMP). This scenario

assumes that the present facilities will continue with the DMRC Delhi- Gurgaon line upto

Sushant Lok Phase I and KMP corridor implemented. It also assumes that the three proposed

roads to connect Delhi and Gurgaon in the Development Plan- 2021 will be constructed.


18

It is predicted that PT share will decline further to one-third by 2031. The transport

system in GMUC will be under tremendous pressure unless suitable measures be undertaken

to improve mobility. The situation predicted is one that is not sustainable and in an event

on not doing anything even achieving realistic projections will not happen.

Peak Hour Motorised Transport Demand ( Do- minimum under realistic scenario)

3.7 Mobility Plan Goals

The transport situation will only continue to worsen if appropriate measures are not taken.

Do- minimum forecasts show network speeds of 11 kmph in 2031, a really serious and

unsustainable situation. The Goals have been defined based on the Vision and the

objectives of this IMP. The goals were set in consultation with GMUC and the Stakeholders.

The mobility strategies (addressed in the subsequent chapter) developed will aim at

attaining these goals.

The goals set for Gurgaon is illustrated below.

Mode Trips

Nos./% (2009)

Trips Nos./% (2031)

44174 (34%)

132934 (36%)

57441 (44%)

169860 (46%)

12909 (10%)

51697 (14%)

15617 (12%)

14770 (4%)

Total (motorised)

130140

369260

Speed (KMPH) 22 11


19

3.8 Stake Holder Meeting

A meeting has been conducted with the objective of bringing together the decision-makers

and stakeholders to elicit their views and opinion on the mobility plan vision and the

proposals in the Draft Mobility Plan. Appropriate suggestions from the stakeholders have

been included in the Final IMP. Important proposals from stake holders are as follows:

Provision of Vehicular Subways in front of MGF Mall and Lifestyle Mall, Sector 55-56

Master Plan Road and 55/56 T point, Iffco Chowk, South City Chowk, Sector 31 T

point, Rajiv Chowk, DLF SEZ, In front of Infinity Tower and Cyber Green, Shankar

Chowk, Hero Honda Chowk, Islampur, Badshahpur, Bhondsi, etc.

Providing Pedestrian Subways at Cyber City Sector Road, Badshahpur, Islampur, DT

City Centre, Sahara Mall, Hero Honda Chowk, Mahavir chowk, Agrasen chowk,

Dakkhana (Post Office) Chowk, Sohna Chowk.

Provision of Parking Lots at Jail Ground, Goushala ground, In front of hotel Gruvi,

Sikanderpur power station, Rehdi market - jail ground, Nehru park.

Providing Bus shelters/ bays on major roads.

Improve drainage system to avoid water logging on main roads.

Removal of Illegal hoardings and ban Mobile Display vans.

Strict enforcement to control cycle rickshaws, road side vendors and hand carts.

Provision of road markings and signage.

Closure of median openings at critical locations.

Indicators Do Nothing Benchmark

Average Journey Speed 11 Kmph 30 kmph

Public Transit Share (motorised) 4% 70%

Walkability (Footpath Length /

Road Length 5-10% 100%

Cyclability (Cycle path Length /

Road Length 0% 30-50%

Fatality Index (Fatalities/ Lakh Population) 20+ Reduce by 50%

On- Street Parking Index 30-50% 0-5%

Non-Motorized Travel Index 15-20% 30-50%

Emissions/hr (per square km) 5 kg Reduce by 50%

2031 Transport Indicators


20

Signalization at major intersections.

To set up multi-level parking lots at three main city areas near the mini

Secretariat, the Sector-29 commercial complex and on Kaman Sarai on Sohna road.

To develop seven multi-level parking lots at Sectors 10, 29, 43, 47, 48, 52 and the

City Centre before Commonwealth Games 2010.


21

Chapter 4

Mobility Plan Strategies


22

Solutions for GMUC transport improvements cannot be achieved by a single strategy. The

mobility goals for GMUC will need to be addressed through a multipronged approach. The

following strategies need to be adopted in tandem to meet the various goals set for GMUC.

I. Land Use and Transport Strategy

II. Mobility Corridor Strategy

III. Public Transit Strategy

IV. Non-Motorized Transport Strategy

V. Freight Management Strategy

VI. Traffic Engineering Measures

VII. Travel Demand Management Strategy

All the listed strategies are equally important and the order of listing does not imply

priority. Each of the broad strategies includes sub- strategies of immense importance. The

strategies when implemented through specific projects shall fulfill the goals and objectives

of the IMP. The sections below discuss these strategies.

4.1 Land Use and Transport Strategy

Considering the anticipated growth in GMUC in the future, the expected population and

employment has been projected under three scenarios namely, ‘Aggressive scenario’ ,

‘Moderate scenario’ and ‘Realistic scenario’. In the ‘Aggressive scenario’, all proposed

SEZs are expected to come up within the stipulated time, while ‘Moderate scenario’

assumes a lesser growth of the SEZs, compared with the ‘Aggressive scenario’. The

‘Realistic scenario’ assumes a very low growth keeping in view the global economic

meltdown.

Aggressive Moderate Realistic

• All proposed developments in and

around GMUC will see light in the

stipulated time

• GMUC Population projected for

2021 is in accordance with

projections by revised DP and

additional 6 lakhs in the nodes

around GMUC

• Only 50% of the developments

will see light in the stipulated

time

• GMUC Population projections

are accordance with

projections by Water Supply

Dept. and additional 6 lakhs in

the nodes around GMUC

• 15% of proposed growth

nodes (outside GMUC)

would only happen keeping

in view the economic

meltdown

• GMUC Population

projected for 2021 that is

43 lakhs would happen only

in 2031.

“The complex transport situation needs a multi pronged

approach“


23

Population and employment projected under the three mentioned scenarios are presented

below. The major employment centers and the expected population and employment in

GMUC area in the future under the three scenarios are presented in Part 4 of the Support

Document of the IMP. Various assumptions made under the three scenarios and the

zonewise population and employment projections are detailed in Part 5 of the Support

Document of the IMP.

The work participation ratio under‘aggressive scenario’ is worked out to be above 1.0,

while that has come down to 0.75 and and 0.45 for ‘moderate’ and ‘realistic’ scenarios

respectively. In all cases, the ratio is higher than the national average and hence the

corresponding travel demand will be huge.

4.2 Development of Mobility Corridors

By designating certain roads as mobility corridors, the transport corridors get priority for

increasing the throughput as well as congestion would then be focused and appropriate

solutions would be identified.

Experience indicates that as speeds of public transport

vehicle reduce, travel times increase to such an extent

that commuters look for personalized modes of travel.

In addition to the user travel preferences the road

design and operations also have a bearing on traffic

congestion. Congestion results in lower speeds for all vehicles and more so for public

transport vehicles. In essence, a mobility corridor maximizes throughput of people focusing

on mass transport and NMT, rather than vehicular traffic”

Scenario 2021 2031

Population

Aggressive 4,934,000 6,635,000

Moderate 4,292,000 5,787,000

Realistic 2,241,000 4,312,000

Employment

Aggressive 4,998,000 5,919,000

Moderate 3,251,000 3,892,000

Realistic 1,024,000 1,850,000

“In essence, a mobility corridor maximizes throughput of people focusing on mass transport and NMT, rather than vehicular traffic”


24

Priority for through traffic Interconnected Signals Min. 4 ln, Des. 6-8 ln Continuous Footpath & cycle

lanes Restricted on-street parking Strategic paid off-street

parking Service lanes Turning lanes PT corridors Bus bays FOB/Subways

Inner Ring & Outer ring

The mobility corridor plan is supplemented with an extensive bi-cycle network that is both

interconnected and continuous that reinforces and feeds into the public transport

corridors. As it is of utmost importance that every road must have a walkable and usable

footpath and no separate footpath plan is provided. For an efficient passenger dispersal

system from the public transport corridors, at-grade/grade separated pedestrian crossings

are planned. In order to improve the mobility of the corridors and pave way for the public

transport corridors an effective parking management plan that complements the corridor

plan is identified.

The above strategy is sought to be implemented through the following broad approach:

Identification of a number of trunk

mobility corridors along which

low/medium/high capacity public

transport systems would be considered

based on a scientific and detailed

alternatives analysis. The mass transport

system to be integrated with the DMRC

proposed plans. This will enhance the

connectivity with Delhi.

Providing alternative routes to bypass

certain area. For this purpose, ring

corridors have been suggested to enable the core city area to be bypassed.

Providing bypass routes for long distance commuter and truck traffic so that they

do not have to travel through the city roads.

Providing network/systems to connect the newly developing areas in and around

GMUC.

Providing a network of dedicated cycle tracks, footpaths and safe pedestrian

crossings.

Providing flyovers/under passes in heavily congested junctions/intersections to

reduce idling traffic.

The framework for the urban transport network strategy has been evolved for the three

scenarios separately for ‘Aggressive’, ‘Moderate’ and ‘Realistic’ scenarios in the following

manner:


25

4.2.1 Aggressive: Option 1_ Ring

In this scenario, we assumed that all SEZs proposed will see light of day and hence the

pressure on the network will be even more intense. Consequently, the mobility network

has been developed considering the following:

Improvement of existing transport network

Connectivity to Delhi and to the newly developing areas in GMUC.

Connectivity to Delhi, to the newly developing areas in GMUC and two ring roads

such as Inner ring and Outer ring to connect various areas in GMUC.

Connectivity to Delhi, to the newly developing areas, two ring roads and strong

connectivity to the proposed developments outside GMUC.


26

4.2.2 Aggressive: Option II_ Grid Network

Another option of development of a network is in the Grid Manner. This has been tested

under ‘Aggressive scenario'.

The two options have been tested using the transport demand model and a comparison has

been made (year 2021). Option 1 (with ring development) is found better performing than

option 2 (with grid network). The ring network is generally adopted as the preferred

network development approach.

Mode Ring

Option Grid

Option

45708 (12%)

53326 (14%)

68562 (18%)

72370 (19%)

19045 (5%)

247584 (65%)

26663 (7%)

228540 (60%)

Total (motorised)

peak hour trips

Speed (KMPH)

380900

30

380900

28


27

4.2.3 Moderate and Realistic Strategy

In the ‘moderate strategy’, the very ambitious plans of the private sector are limited to

the present approved plans and only an employment of 32 lakhs by the year 2021 is

planned, while in the ‘realistic scenario’ assumes only 10 lakhs employment by 2021 taking

into account the global economic meltdown. Mobility corridors which essentially serve on

public transport corridors based on the demand warrant have been considered for

establishing:

Improvement of existing transport network.

Connectivity to Delhi and to the newly developing areas in GMUC.

Connectivity to Delhi, to the newly developing areas in GMUC and two ring roads

such as Inner ring and Outer ring to connect various areas in GMUC.

Connectivity to Delhi, to the newly developing areas, two ring roads and

connectivity to the proposed developments outside GMUC.

The phasing of the mobility plan have considered the development of the strategy

based on the moderate land use with the clear direction that along with the moderate

developments in the realistic scenario being approved and the systems selected need

upgradation.


28

The transport demand as predicted by the model for the year 2021 under the two scenarios

is presented below.

Mode

Moderate scenario

Realistic scenario

40970 (14%)

29700 (15%)

61454 (21%)

35640 (18%)

20485 (7%)

11880 (6%)

169731 (58%)

120280 (61%)

Total (motorised) peak hour trips

292640

198000

Speed (KMPH) 30 30


29

4.3 Public /Mass Transit Strategy

Volume to capacity ratios on the

major roads connecting Delhi to

Gurgaon (MG road and Old NH road)

has already crossed 1 and need

urgent attention. Also the predicted

volume to capacity ratios of major

corridors within Gurgaon (realistic

scenario- 2031) is generally very

high.

Operating buses in the kind of a congested network will be very difficult. However, to

meeta norm of 20 buses per lakh population, GMUC will require about 300 buses.

The requirement of mass transport system has been tested with the transport demand for

2011, 2021 and 2031. It is expected that the

Passenger per Hour per Direction (PPHPD) in

the transit network, along many of the major

corridors, would be more than 10000 PPHPD.

Bus augmentation alone will not be able to cater to the increased public transit load. The

strategy for Public Transport improvement hence will be:

Introduction of an organised bus transport immediately.

Higher Order Mass Transit System in the future

4.3.1 Higher Order Mass Transit System Strategy

Public transport corridors for

BRT/LRT/Mono-Rail or Metro

are presented here. These

corridors can be on existing

transport network system

either at grade or grade

separated, depending upon

the right-of-way (RoW)

available.

Various parameters such as

performing capacity,

geometric constrains, capital

& operating costs, alternative

Realistic scenario- 2031

Road V/C Ratio at Level of

service C Speed (Kmph)

Old NH8 1.6 7.0 Pataudi Road 1.4 11

Basai Road 1.5 11

MG Road 2.1 10

Faridabad Road 2.1 6.0

Sohna Road 1.3 19.0 Khandsa Road 1.8 11.0

Introduction of bus transport on existing

corridors

Higher Order Mass Transit System for the

future


30

analysis etc. would determine the mass transit option on a corridor. Comparison of

different types of transit systems is presented below. It provides a preliminary guidance in

deciding upon the type of system to be selected for a city.

Transit Mode Commuter Rail Metro Monorail Light Rail

Transit Bus Rapid Transit

ROW Options Exclusive ROW General railroad Mixed traffic

Exclusive ROW Grade separated

Exclusive ROW Grade separated

Exclusive ROW Semi-exclusive Mixed traffic lanes

Exclusive ROW Semi-exclusive Mixed traffic lanes

Station Spacing (Km)

3 to 15 1.5 0.75 to 1.5 0.75 to 1.5 0.4 to 1.5

Vehicles

Locomotive with set of passenger coaches

High platform cars operating in multiple car trains sets

High platform cars operating in multiple car trains sets, electric propulsion

Articulated, double articulated low floor, can operate in multiple car sets, electric propulsion

Standard, articulated or double articulated, low floor or high platform, diesel, diesel/hybrid propulsion or ETB

Seated Capacity 90-185 per car 60-80 per car 30-75 per car 65-85 per car 40 standard 65 articulated 85 double art.

Average Speed 40-70 kmph 25-55 kmph 25-40 kmph 25-50 kmph 25-40 kmph

Passenger throughput

> 40,000 PPHPD Up to 40,000 PPHPD

Up to 20,000 PPHPD

Up to 20,000 PPHPD Up to 8000 PPHPD

Min. Curve Radius

50m 40m 75m 25m 13m

App O & M Cost per km

40-60 Lakh 100-200 Lakh 40-60 Lakh - MRL

50-60 Lakh -

App Capital Cost per km (2008 Rates)

100-120 Crores 200 Crores 80 - 130 Crores 100 Crores 15 Crores

Implemented Cities (International)

Moscow, Jakarta, Johannesburg, Buenos Aires

Bangkok, Kuala Lampur, Mexico City, Cairo

Tokyo, Kuala Lampur, Sydney, Seattle

Hongkong, Shanghai, Kuala Lampur

Istanbul, Taipei, Leeds, Bogota, Curitiba, Pittsburgh, Adelaide

Implemented Cities (India)

Mumbai, Chennai, Kolkata, Hyderabad

Delhi, Kolkata - - Indore, Pune, Delhi, Ahmadabad


31

4.4 Non- Motorized Transport Strategy

Though the Non- motorised transport (NMT) trips in Gurgaon is significant, the facilities are

totally inadequate. NMT strategies focuses on the following:

Provide footpath on entire road network and cycle lanes on mobility corridors

Provide adequate walkway widths.

Maintain foot path surfaces. Prevent

vendors, pavement dwellers, vehicle parking

and other uses from blocking footpath.

Establish connected walking networks.

Create bicycle lanes, where bicycles composition is high and on mobility corridors.

Integrate cycling with transit.

Provide bicycle parking/rickshaw stands.

Address security concerns of pedestrians and cyclists

Develop /encourage bike rentals/sharing

Bicycle lane on all mobility corridors

Foot path on entire road network of

GMUC.


32

4.5 Freight Management Strategy

The industrial growth of Gurgaon and Manesar area and the development of KMP corridor

demand a suitable freight management strategy for GMUC. Various strategies of increasing

the efficiency of freight and commercial transport in Gurgaon include:

Route management of cargo Movement between Manesar and Airport

Develop Freight Terminals.

Use of small and medium size vehicles with modern emission controls in the central

city areas.

Restricted delivery times in central business districts (8 AM -8 PM prohibition)

4.6 Traffic Management

Traffic Engineering and Management must be given high priority in Gurgaon. The strategies

are intended to improve the traffic situation without extensive investments. Key

measures include:

Intersection redesign

Traffic control devices

Traffic signs and markings

Parking management

Area Traffic Control (ATC) and ITS, etc

4.6.1 Intersection Redesign

Road intersections present not only safety problems as

accident rates are usually higher at intersections than at

other sections of the road. But the capacity and efficiency

of the road network is dictated by the intersections.

Significant capacity enhancement could be achieved by

redesigning the junctions by proper channalization, turning

restrictions and phasing. It is imperative that all

intersections need to be optimised and maintained at

optimum throughput levels.

After


33

4.6.2 Installation of Traffic Control Devices

Traffic Signals Will have the following advantages:

Provide for the orderly movement of traffic.

Increase the traffic-handling capacity of the

intersection.

Reduce the frequency and severity of certain types of

accidents, especially right-angle collisions.

Are used to interrupt heavy traffic at intervals to permit the pedestrians to cross

the road.

As a strategy, every important junction in GMUC must be provided with traffic signals.

4.6.3 Traffic Signs and Markings

Proper signs must be installed at appropriate locations. All the

traffic signs should be facilitated as per the guidelines provided in

IRC publication 67-2001 “Code of Practice for Road Signs”.

One of the key deficiencies observed on GMUC roads are the absence

of road markings. Road markings are not only a very important

safety device, but also serve in beautifying the road.

Another key element that must be given appropriate importance is

street furniture. It includes benches, bollards, post boxes, phone

boxes, streetlamps, street lighting, traffic lights, traffic signs, bus

stops, dust bins, taxi stands, public lavatories and fountains and

memorials.

4.6.4 Parking Management

One of the visible problem that one beholds when visiting Gurgaon is heavy and haphazard

on-street parking. Following measures could be adopted to improve the situation:

Parking bays should be marked properly

Auto rickshaw parking need to be provided at designated

locations

In order to handle the parking issue on a medium/long time

frame, multi-storied parking lots are essential.


34

4.7 Travel Demand Management Strategy

Planning of higher order transport systems on the mobility corridors may increase the

anticipated public transport share in the order of about 60 percent. To further increase

public transport modal shares additional demand management interventions can be

implemented. The most common strategies widely used across the globe and are potential

candidates to be used in Gurgaon are described briefly. They are:

Congestion Pricing

Parking Control

Congestion Pricing: Congestion pricing refers to road pricing

used as a mobility management strategy to reduce traffic

congestion. Congestion pricing requires time-variable tolls,

with higher charges during peak periods and lower or non-

existent when roads are non-congested. Cordon pricing, area

wide licensing policy and parking charges are means by

which congestion pricing can be enforced. Road pricing

should be implemented in conjunction with improved

transportation options, so consumers have viable

alternatives. Congestion pricing needs to be used

strategically in the core business areas in the study area.

Parking Control: Demand Management through restricted parking supply

or imposing restriction of vehicles in core areas like Sadar Bazaar area,

MG Road area etc using methods such as odd or even number plate

entries on certain days will discourage use of private vehicles and

increase public transit share.

Source: http://www.transalt.org

Congestion Pricing

35


Chapter 5

Mobility Plan

36


2500

PARALLEL

PARKING/

UTILITIES

7000

CARRIAGEWAY

2500

FOOTPATH

7000

MEDIAN BUS LANES

KERB &

INLET / OUTLET

CL OF ROAD

7000

CARRIAGEWAY

2500

FOOTPATH

KERB &

INLET / OUTLET

2500

PARALLEL

PARKING/

UTILITIES

20002000

PARKING/

DRAIN

PEDESTRIAN

PATHWAY/

DRAIN

1.5%1.5%

KERB &

INLET

2000 2000

PARKING/

DRAIN

PEDESTRIAN

PATHWAY/

DRAIN

1.5% 1.5%

7000

MEDIAN BUS LANES

2500

FOOTPATH

2250

PARKING

6000

SERVICE LANE

3000

PARKING

FOR TRUCKS/

UTILITIES/

GREEN AREA

750

7000

CARRIAGEWAY

2500

CYCLE

PATH250

Shyness

Strip

750

7000

MEDIAN BUS LANES

2500

FOOTPATH

2000

DRAIN

6000

SERVICE LANE

3000

PARKING

FOR TRUCKS/

UTILITIES

750

7000

CARRIAGEWAY

2500

CYCLE

PATH250

Shyness

Strip

Shyness Strip Shyness Strip

2250

PARKING/

DRAIN750

CL OF ROAD

AS SUBMITTED IN WORKING PAPER ON ROADWAY DESIGN 40M ROW

AS SUBMITTED IN REPORT 1 (CORRIDOR IDENTIFICATION AND ASSESSMENT) 60M ROW

Based on the aforementioned framework of the plan and the strategy for achieving the vision

under ‘realistic scenario’, mobility plan elements are summarized as follows:

I. Mobility Corridor Plan

II. Public Transport/ Mass Transport Plan

III. Non- Motorized Transport Plan

IV. Flyovers/Under pass Plan

V. Passenger and Commercial Terminal Plan

VI. Traffic Management plan

VII. Travel Demand Management plan

VIII. Road maintenance & Management Plan

The plan elements are detailed in the following sections.

5.1 Mobility Corridor Plan

The proposed mobility corridor plan consists of radial

road network complemented with circumferential

roads to form a radial and ring pattern of the road

network. Two circumferential rings have been envisaged in the study area.

The first ring would

utilize the existing

sections of the road

and encircle the core

area. Traffic not

destined to the core

area can utilize this

Inner ring to bypass the

core area thereby

relieving congestion in

the old city and

vicinity.

The second ring would

be an outer ring. The

proposed Northern

peripheral road and Southern Peripheral road in the Development Plan with a new

connecting link linking the two at the Delhi side.

The mobility corridors cover about

200 kms of road network

200020006500

1000

7000

1000

650020002000

30000

CYCLE

TRACKCARRIAGE WAY PEDESTRIAN

PATHWAYBUS LANE

TYPICAL SECTION FOR 30M ROW ROAD WITH MEDIAN BUS LANES CENTRE FOR ENVIRONMENTAL PLANNING AND TECHNOLOGYKASTURBHAI LALBHAI CAMPUS, UNIVERSITY ROAD, NAVRANGPURA, AHMEDABAD 380009

PHONE : +91-79-26302470

FAX : +91-79-26302075

C:\WINDOWS\Deskto p\CEPT LOGO ( bw).jpg

Mobility Corridor (6 lane)

Mobility Corridor (8 lane)

37


The mobility corridors cover about 200 kms of road network. The proposed mobility corridor network is presented below.

Proposed Mobility Corridors

5.2 Corridor Development

The road network in GMUC proposed for improvement is presented

below. The network includes the mobility corridors also. The

existing network consists about 340 km, which needs widening in the

future. New links constitutes about 250 km, which need to be

developed during various phases. The road network to be developed is presented below.

Based on DP (2021) network

• Total road Length - 590 kms

• Existing Links -340 Kms

• New Links -250 Kms

38


Future Road network of GMUC

5.3 Flyovers/Underpass Plan

It is important to recognize that in a developing economy and more so in a city like Gurgaon,

which is facing rapid population growth, travel demand will only increase. This means that the

number of vehicles is unlikely to go down compared to present levels.

However, initiatives that work towards channelizing the growing demand towards public transport

and non-motorized modes will go a long way in slowing down the rate of vehicular growth. Any

effort at building grade separated cross-over must be simultaneously accompanied by vastly

improved public transport and NMT infrastructure.

It is therefore, recommended that if flyovers are taken up at any intersection, they must be

preceded by a thorough evaluation of alternative options and only after all such options have been

carefully analyzed should a flyover be considered.

39


The possible alternatives to relieving the congestion at a traffic junction are the following:

1. Reducing the number of traffic light phases.

2. Restricting the right turns at the junction by suitably re-routing through indirect right turns or

U-turns.

3. Widening the intersection throat to increase the approach capacity.

4. Coordination of traffic lights on an adjacent intersection to allow minimal haltage along with a

mobility corridor.

It is only after all the above options are considered and found inadequate that flyovers should be

thought of. In addition, the IRC warrants for provisioning of grade-separated also need to be

checked.

It would be necessary to prepare feasibility studies for each of them taking into account the

discussions above and a full perspective the flyover’s impact on the mobility corridor that it lies

on.

Based on the present traffic analysis and proposed network mobility, 23 grade separated junctions

are proposed. The locations are given below.

1.IFFCO Chowk

2.Rajiv Gandhi Chowk

3.Shankar Chowk

4.Sikanderpur Chowk

5.Manesar Chowk

6.Hero Honda Chowk

7.Sethi Chowk

8.Outer ring road with Sohna road

9.Outer ring road with NH8 road (2 junctions together)

10.Outer ring road with Pataudi road

11. Outer ring road with Basai road

12. Outer ring road with Old Gurgaon road

13. Outer ring road with NH 8

14. Outer ring road with MG road

15. Outer ring road with Faridabad road

16. Outer ring road with road to Sushant Lok PH III

17. Outer ring road with sector 56,57, 61 and 62



20. Outer ring road with sector 83,84

21. Outer ring road with sector 88 and 84


40


23. Outer ring road with sector 2,23, and 111

HUDA proposes that the Northern Periphery Road (NPR) and Southern Periphery Road

(SPR) should be signal free corridor (ie; the outer ring road as proposed in the IMP).

Additionally, a number of flyovers are proposed by HUDA. They are also considered as

candidate locations for grade separators. The additional locations are:

1. Junction of sector 29 and 27/43

2. Junction of sector 27/28 and DLF phase 1

3. Junction of sector 27/43/42 and DLF phase 1

4. Junction of sector 43/42/53 and 54

5. Junction of sector 49/50/65 and 66 on Outer ring road (SPR)

6. Junction of sector 69/70/71 and 72 on Outer ring road (SPR)




10. Junction of sector 74A/76A and NH8

11. Junction of sector 74A/74/76A and 75 on Outer ring road (SPR)

12. Junction of sector 77/78/83 and 82A

13. Junction of sector 81A/82A/78 and 80

14. Junction of CPR and Outer ring road (NPR)

15. Junction of sector 101/102/103 and 104 on Outer ring road (NPR)

16. Junction of sector 105/106/109 and 110 on Outer ring road (NPR)

17. Junction of sector 110/110A/112 and 113 on Outer ring road (NPR)

18. Junction of Manesar sector 1/1A with NH8

The proposed facility is presented in Project Profile section of Chapter 6. As already

stated, the construction of flyovers/underpasses will be undertaken after a detailed

feasibility study at each location.

41


5.4 Public Transport/Mass Transport Plan

5.4.1 Introduction of Bus System

As no organised public transport is available in Gurgaon (though Govt. has initiated with 40 CNG

buses), presently served mainly by

intermediate public transport like

mini buses and shared Auto, as a start

up solution, bus corridors (bus based

mixed traffic public transport) are

planned in the city connecting major

economic centers.

Calibrated urban transport model is used

to simulate the traffic characteristics

under this scenario for the year 2009. It

may be seen that as anticipated the

public transport modal share increases

from 10% to 24% under this scenario.

Based on this it would require a fleet of

at least 300 buses in 2009.

Public Transport Scenario- 2009

Mode

Trips Nos.%

37741 (29%)

49454 (38%)

11713 (9%)

31234 (24%)


130140

Speed (KMPH)

23

Current requirement of Bus fleets: 300

Provision of bus shelters and bus bays

42


43


5.4.2 BRT Based Public Transport Plan- 2011

The traffic flows of the corridors, future growth centers and the transport model were used to

identify various “public transport corridors”. PPHPD on major corridors under ‘realistic scenario’

is presented below.

Name of the road

Transit PPHPD- 2011

Inner Ring Road 7500

Old NH8 9100

Khandsa road 8900

Palam Vihar road 8600

Mehrauli Road 21000

Manesar road 9100

Sohna road 8800

The six routes thus identified (except Mehrauli road), adding up to about 74 km in length as listed

below are recommended for BRT operations. Though Mehrauli road has the highest PPHPD, no

BRT is proposed on this road as metro (DMRC) is under construction and will be operational by

2011.

Sl. No Identified BRT Corridors-

2011 Length (in

Kms)

1 Inner Ring Road 25

2 Old NH8 9

3 Khandsa Road 5

4 Palam Vihar road 6

5 Manesar road 19

6 Sohna road 10

Total 74

Trip characteristics under BRT plan for 2011 is presented below. Implementation of BRT on these

corridors will increase the PT share further to 30%.

44


Public Transport Scenario: BRT

Mode

2011

41468 (28%)

51835 (35%)

10367 (7%)

44430 (30%)


148100

Speed (KMPH) 25

BRT Routes Proposed for 2011

45


5.4.3 High Speed High Capacity Mass Transit System Plan- 2021

The PPHPD predicted for various major corridors by the model for 2021 is presented below.

In addition to low capacity (BRT) corridors, possible medium (LRT/monorail) and high

capacity/high speed Mass Transit System (Metro), are recommended for implementation on

appropriate corridors. The criteria for selecting the corridors are:

Public Transport PPHPD

Total trips

Right of Way

Mobility Corridor

Connectivity to Delhi

Connectivity to growth centers

Type of Transit System for various systems is presented below.

Mehrauli road has the highest PPHPD, which require high capacity system. The DMRC metro will be

able to cater to the higher demend on this road.

Name of the road Transit PPHPD: 2021

Inner Ring Road 12200

Old NH8 13900

Khandsa road 19050

Palam Vihar road 14200

Mehrauli Road 27000

Manesar road 14500

Sohna road 12900

Golf Course road 12200

Name of the road Type of Transit System

Inner Ring Road Low/Medium Capacity

Old NH8 Low/ medium Capacity

Khandsa road High Capacity

Palam Vihar road Low/ medium Capacity

Mehrauli Road High Capacity

Manesar road Low/ medium Capacity

Sohna road Low/ medium Capacity

Golf Course road Low/ medium Capacity

46


A comparison of the traffic on mobility corridors in GMUC under ‘do- nothing scenario’ and with

the mass transport projects recommended in IMP is presented below. The proposed mass transit

options will reduce about 25% to 40% of traffic on these corridors. These mobility corridors are

proposed with minumum 6 lane carriageway width for traffic on the road and will be able to cater

to the estimated traffic demand on the road.

Mass Transport Plan under ‘Realistic scenario’

47


Do- nothing- 2021

Road In Vehicles

Mass Transit PPHPD TW Car AR Bus

Khandsa road upto KMP corridor

10322 9004 2563 125 -

Inner ring road 14069 6643 1887 0 -

Old NH8 11269 8471 3421 27 -

Golf course road 13252 8464 2310 0 -

Sohna road 13401 8228 1890 137 -

Mehrauli road 11603 7339 2614 231 -

Manesar Road 7863 5014 1009 106 -

Realistic Strategy- 2021

In Vehicles Mass Transit PPHPD

Type of Transit System TW Car AR Bus

Khandsa road upto KMP corridor

7817 5959 778 86 19050 High Capacity

Inner ring road 9792 5199 1162 0 12200 Low/ Medium

Capacity

Old NH8 7858 7753 1365 13 13900 Low/ Medium

Capacity

Golf course road 8804 6414 975 60 12200 Low/ Medium

Capacity

Sohna road 11744 6292 877 95 12900 Low/ Medium

Capacity

Mehrauli road 5800 3456 1510 143 27000 High Capacity

Manesar Road 5800 3153 443 21 14500 Low/ Medium

Capacity

48


The urban transport model was used to forecast the travel characteristics under this option and

the results are shown below. The suggested transport plan with mass transit systems would

augment the public transport share from 24% in 2009 to 61% in 2011. The proposed mass transport

scenario is presented below.

Public Transport Scenario: Mass transit

Mode

2021

29700 (15%)

35640 (18%)

11880 (6%)

120780 (61%)


198000

Speed (KMPH)

30

49


5.4.4 Mass Transport Plan under ‘Moderate’ Scenario

The mass transport plan developed under ‘Moderate’ scenario is presented below.

Mass Transport Plan under ‘Moderate scenario’

50


5.4.5 Mass Transport Plan under ‘Aggressive’ Scenario

The mass transport plan developed under ‘Aggressive’ scenario is presented below.

Mass Transport Plan under ‘Agressive scenario’

5.4.6 Complementary Proposals

There are other complimentary projects/proposals that must be implemented in tandem to the

public transport corridors towards a successful public transport system that meets the objectives

and goals of the mobility plan:

Augmentation and strengthening of feeder service network

Integrate parking with public transit/mass transit terminals by way of park and ride

structures

51


Identify and locate multi -modal terminals for safe, faster and convenient inter-modal

transfers

Appropriate vehicle and terminal design

Safe, faster and convenient pedestrian dispersal system

Bicycle access to the public transport terminals

Public transport friendly tax structure

Use of Intelligent Transport System (ITS) technology

Signal prioritization for public transport vehicles

It is important that the above mentioned actions must not be treated in isolation but a systems

approach be adopted.

5.5 Non- Motorized Transport Plan

As part of NMT plan, to ensure more and safe NMT trips, following measures are suggested.

Provision of foot path

Safe pedestrian crossing facilities (at grade and grade-separated) and

Non- motorised vehicles lanes.

5.5.1 Install Footpaths

The road network proposed with foot path is presented below. Foot path corridors include the

proposed mobility corridors also in the GMUC. It is proposed to have foot path on about 500 kms

of road length in GMUC.

52


Proposed Foot Path Plan

About 500 kms of road network is

proposed for foot path

installation.

53


5.5.2 Install Bi-cycle Lanes

Several trips upto a trip length of 3-4KM are made through bi-cycle. To encourage and cater to

cycling trips, dedicated bi-cycle lanes must be provided on strategic routes.

Cycle lanes to be provided on all roads that have high

share of bi-cycle traffic as well as on those roads that

constitutes the draw area for the proposed mobility

corridors. Development of this network must be integrated along with public transport network

improvements. The cycle master plan layout is shown below. The cycle tracks are proposed in

about 210 km of road.

Proposed Bi-cycle plan

About 210 kms of road network is

proposed with bi-cycle lane

installation.

54


Typical cross section of 3 lane four lane and 6 lane road with cycle tracks and foot path is

presented below.

55


5.6 Passenger Terminal Plan

To cater to the higher public transport demand in future, following recommendations are made:

Shift the present bus terminal to the city outskirts.

The inter-state and inter-city services are proposed from the terminal along with the

inter- modal transfer facility proposed in the Development Plan- 2021 on outer ring road

near NH8 (sector 83). This facility will have city bus terminal also.

Additional city bus terminals are propsed along with two inter- modal transfer terminals

proposed in HUDA Sector 29 and in sector 121. The HUDA sector 29 bus stand is proposed

in 3 acres. Feasibility study for bus stand development at sector 29 is going on.

Proposed bus terminal locations

56


Since these terminals are proposed along with inter-modal transfer facilities, provision for park-

and-ride system will be available. The proposed bus terminal locations are presented below.

5.7 Frieght Management Plan

Truck terminals are proposed in Gurgaon at:

near Maruti Udyog near Old Gurgaon road (sector 19), and

two locations in Manesar (one along the Outer ring road (sector 88), and another location

in sector 128).

Major benefits of the terminal are the reduction in truck traffic on city roads and roads and

market yards. The truck terminals also serve as job-growth and economic catalyst for the area.

The proposed truck terminal locations are presented below.

Proposed truck terminal locations

57


Cargo Movement between Manesar and Airport: NH8 is the main corridor connecting Manesar

and the airport which will continue to serve in the future also. The two toll plazas on NH8 section

between Manesar and airport have facility to accommodate MAVS. Manesar is located between NH

8 and the proposed KMP corridor. Hence connectivity to the airport is also possible through the

KMP corridor in future. It is recommended to include proper connectivity to airport from NH8 and

KMP corridor in the airport master plan.

Impact of Proposed KMP Corridor on Commercial Vehicle Movement: OD survey conducted at

the toll plaza on NH8 section near Manesar revealed that about 10,000 commercial vehicles are

crossing the toll plaza in a day. About 20% of these vehicles are bound between Gurgaon and

places south to Gurgaon, while 10% bound from/to Delhi and remaining 70% is bound from/to

places outside of NCR. This 70% traffic, bound from/to places beyond NCR, might shift to the

proposed KMP Corridor from the NH8 in the future. Also the Delhi bound traffic may shift to the

KMP as Delhi is connected with KMP through various NHs and SHs. To study the true impact, a

detailed study is needed by comparing the benefits and costs (including toll) on both NH 8 and

KMP.

5.8 Development of RoBs/RuBs

Gurgaon has its railway station located at the extreme corner of the city and hence the patronage

of intercity commuters is negligible. Gurgaon residents mostly depend on railway stations in Delhi

or Faridabad (on Delhi-Mumbai/Chennai track) for long-distance travel. There are eight local

passenger trains passing through Gurgaon daily. These trains have stops in Gurgaon. Based on the

information collected from the railway in Gurgaon, about 1500 passengers are commuting through

these local trains daily. A new railway station on Basai road is under planning. There are three

level crossings present on Delhi-Mumbai/Chennai track. But they are located at the outskirt of the

city and with less traffic crossing at the level crossings. This excludes the RoB under construction

on Basai road. Elimination of these level crossings will be considered in the long- term

perspective.

5.9 Traffic Management Measures

Following recommendations are made as part of short-term traffic engineering measures:

Intersection redesign

Development of footpath cum drains

Pedestrian crossing facilities

Parking management

58


Public Transport Plan

Bicycle lanes

Existing Market traffic improvement

Regulation of Auto rickshaws

Cycle rickshaw regulation

Enforcement

The proposals made in these areas are presented below.

5.9.1 Intersection Redesign

Topo survey was done on the major junctions to assess the present features of the junctions. As

part of primary data collection, junction count were carried out for 11 junctions and peak hour

junction turning count details are presented in Support Document of IMP Part 1. It was observed

that the junctions lack proper traffic management measures. The issues in management and

recommendations specific to each junction are presented below. All traffic movements avaialble

at the junctions have been retained after the improvements also.

Similar improvements need to be provided at other critical junctions on major corridors. List of

the junctions require similar improvemnts are presented in Project profile Section of Chapter 6.

In general, the benefits accruing from these improvements are:

o Improved discipline at the intersections by streamlining of traffic

o Impartial right of way for traffic entering the intersections by way of

signalization

o Reduced waiting time for vehicles resulting in time savings, vehicle

operating costs and

o Improved speed on the downstream sides of the intersections

1. IFFCO Chowk:

The junction is a 4-arm junction on NH8 formed by the intersection of the service roads on NH8

with M-G Road. The intersection is controlled by a four phased signal. Most of the approaches are

three lanes. Just 300m east of the junction is another T-junction formed on NH8.

The junction is designed with the following improvements;

Restriction of through and right turn movements from the north-west approach (approach

from Sukhrali Chowk i.e., southbound direction). Only the left turn movements are

59


allowed from this approach. The restricted movements are handled indirectly through the

intersection east of the approach.

Closure of selected U-turns

Improved design of the channelising islands for the left turn traffic from NH8 into M-G

Road on the south side of the intersection.

Installation of pedestrian crosswalks

Designation of Auto Parking Stand within the large channelising island.

Improved phase and cycle lengths for the signal to account for the reduction in the signal

phases.

Improved signages

All these improvements can be accommodated within the existing right of way and consequently

no land acquisition is envisaged at this time. The intersection can continue to operate as

signalized traffic junction until a grade separation alternative is implemented.

The improvement measures recommended for the Junction is presented below.

60


2. Matha Mandir Junction:

The junction is a 3-arm junction near the Mata Mandir. The junction is formed by the intersection

of Atul Kataria Road and Road from Fountain Chowk. The intersection is unsignalized. Atul Kataria

approach is a 4-lane wide approach whereas the Bus-Adda Road is 2-lane approach. The issues at

this junction are narrow approach, improper turning radius, absence of signs and markings, etc.

The junction is designed with the following improvements:

Widening of the approaches at the intersection area to increase capacity

Installation of a channelizing island for left turning traffic towards Mata Mandir

Installation of a non-motorized lanes


Improved turning radius for the traffic movements

Restriction of parking at the intersection area.

Improved signages

These improvements can be accommodated within the existing right of way and consequently no

land acquisition is envisaged. The junction warrants signals and recommended to upgrade to

signallised junction in the near future.


61


3. Prakashpuri Chowk:

The junction is a 4-arm junction on Railway Station Road. The intersection is unsignalized with a

traffic circle. Most of the approaches are two way with two lane approaches. The west side of the

south approach has a 3.5 m wide service lane opening into the intersection area.

The junction is designed with the following improvements:

Widening of the approaches to the traffic circle to increase capacity

Increased circling carriageway width

Installation of a non-motorized lane on the approaches



Improved signages


land acquisition is envisaged at this time. The intersection can continue to operate as an

unsignalized traffic junction but with police control during peak hours.


62


4. Fountain Chowk:

The junction is a 4-arm junction on Gurgaon Bus Stand road. The junction is a very wide junction

with very large channelizing islands. Traffic from the bus stand can only turn left on to Old Delhi

Road. The junction has large number of pedestrians and vehicles using the junction. 6-Seater

auto rickshaw (share auto) stand exists on the west side of the junction. Traffic from New

Railway Station Road currently turn left only and must make a U-turn at Fountain Chowk to go

towards Basai Chowk.

The junction is designed with the following improvements

Installation of one-way traffic circulation around the Fountain Chowk island

Widening of the approaches around the Fountain Chowk to increase capacity

Utilization of extension of the New Railway Road south of Sadar Bazaar Road to form a

part of the one-way traffic circulation

Installation of one-way traffic circulation for the traffic arriving from Basai Chowk.

Installation of non-motorized lanes



Relocation of share auto parking stands so they do not interfere with intersection

operations

Provision of wider footpaths on the bus stand side of the junction

Improved signages and Improved opportunities for U-turns

Redirect Delhi & Mehrauli destined buses from the bus stand towards Mata Mandir Chowk so that

the intersection congestion will be reduced. Also the signal warrant analysis shown that the

junction warrants signals for traffic control. These improvements can be all accommodated within

the existing right of way and consequently no land acquisition is envisaged at this time.


63


5. Bhagat Singh Chowk:

The junction is a T-junction on Atul Kataria (Mata Mandir) Road with a traffic circle. The junction

is a very wide junction with very large channelizing islands. Traffic movements between Mata

Mandir Road and road leading to Prakash Puri Chowk are major traffic movements. Road

approaches of these two roads are wider compared to the other leg. There is a service road on the

south side of the junction. The service road has an opening leads to unregulated traffic weaving

between Mata Mandir road and service road traffic movements. The junction is designed with the

following improvements.

Installation of traffic roundabout instead of a traffic circle

Widening of the approaches to the roundabout to increase capacity

Increased circling carriageway width

Installation of a channelizing island near the service road opening for regulation of traffic

movements

Installation of a non-motorized lane in the north side of the intersection



Improved signages

The recommended improvements can be accommodated within the existing right of way and

consequently no land acquisition is envisaged. The intersection will continue to operate as an

unsignalized traffic junction but with a roundabout.


64


6. Manesar Chowk:

The junction is a 3-arm junction on NH 8 at the entrance to Manesar Industrial Estate. The

junction is formed by the intersection of NH8 and the industrial access road. The intersection is

unsignalized. Currently large number of commercial vehicles access the industrial estate through

the intersection. NH8 approach is a 4-lane wide and the industrial access road approach is a 6-

lane. The traffic bound to the estate from both Jaipur and Gurgaon side is high and due to

absence of separate lane for turning, the through traffic on NH 8 is getting ndelayed for long time.


Installation of continuous through movement lane for NH8 towards Jaipur direction

Installation of a right tuning lane on NH8 for vehicles turning right into the industrial

complex

Installation of an acceleration lane/slip lane for right tuning lane from industrial access

road onto NH8

Reduction in the large channelizing islands to accommodate the right turning lane on NH8

Increase in the weaving length on the access road at the nose of the channelizing islands.

Improved signages


land acquisition is envisaged. The intersection warrants signals for better traffic management.


65


7. Basai Chowk

This four arm junction connects Pataudi road, Basai road, Railway station road (Madan Puri road)

and Sadar Bazaar road. It is an uncontrolled intersection with no marking, signs and pedestrian

facilities. All the approaches are two way and with two lane width. Medians are present on Sadar

Bazaar road approach, Pataudi road approach and Basai road approach, but placed improper

manner. Electric poles are located in the carriageway, obstructing the traffic movement.


Realignment of median on Sadar Bazaar road approach

Extension of median on approaches on Sadar Bazaar road and Pataudi road and Basai road.

Installation of median on Madan Puri road.

Relocation of electric poles from the carriageway

Provision of foot path and cycle path on all arms

Improved signages and markings


land acquisition is envisaged at this time. The intersection warrants signals for better traffic

management.


66


8. Rajiv Gandhi Chowk

The four arm junction on Sohna road across NH8 expressway. It is a police controlled intersection

with no signals. Medians are present to regulate traffic on Sohna road approaches and fenced

medians are present under the NH8 flyover. An island is provided at the centre of the junction.

The following traffic management measures are proposed:

Shortening of medians along NH 8 to provide sufficient carriage way width.

Resizing of central island for better turning radius

Channalising islands and realignment of medians on Sohna road

Realignment of approach road towards Gurgaon

Realignment of approach road towards Gurgaon requires certain extent of land acquisition. The

junction warrants signal for better traffic control.


67


9. Sethi Chowk

The junction is a 4-arm junction formed on Old Railway Road and Basai Road.

The junction is designed with the following improvements;

Restriction of through and right turn movements from the east approach of Basai Road

(approach from Fountain Chowk i.e., westbound direction). Only the left turn movement

is allowed from this approach.


Provision of NMT Lane.

Improved signages

These suggested improvements can be accommodated within the existing right of way and

consequently no land acquisition is envisaged. The intersection can continue to operate as

unsignalized traffic junction but with police control at peak hours.


68


5.9.2 Road Improvements

The proposed improvements come under the following major heads:

Pavement strengthening

Provision of paved shoulder

Provision of signs and markings

The roads (about 200 Kms) proposed for road improvement. The suggested improvements are

proposed within the avaialble RoW.

69


9.3 Footpath cum Drain

It is expected that approximately 200KM of road length would be provided with footpath. The road

network proposed for construction/improvement of footpath cum drain is shown below. A Detailed

Project Report for each road is recommended to provide the exact location and design of the

footpath cum drain on each road.

Roads Proposed for construction/improvement of footpath

70


5.9.4 Safe Pedestrian Crossing Facilities

Pedestrians safe crossing facilities include at- grade facilities like zebra crossings, pedestrian

signals, etc and grade separated facilities such as Foot Over Bridges, subways, etc. As volumes of

pedestrian and traffic increase, grade separated facilities are warranted instead of at – grade

facilities.

At junctions on major roads, zebra crossings are proposed. It is proposed that in front of every

school and bus stand, at least one zebra crossing with pedestrian signals (flashing type) is

proposed across the road. In addition to the pedestrian crossing facilities recommended at the

junctions (Refer section 5.8.1), crossing facilities are required at few locations on NH 8

expressway also. Locations of safe crossing facilities proposed are presented below.

71


Locations Proposed for Safe Pedestrian Crossing Facilities

5.9.5 Bicycle Lanes

Roads proposed with Cycle paths are presented below. Cycle path is proposed at all junctions

crossing these roads also. The total road length proposed with cycle path constitutes about 100

Kms of the present road network. These bi-cycle lanes are proposed within the avaialble RoW.

Roads Proposed for Cycle paths

5.9.6 On- Street Parking Management

The following recommendations are made regarding the parking management for Gurgaon City:

Restrict parking on major carriageways of roads with service roads, such as on MG road

(between IFFCO Chowk and Vishwakarma road), New railway road (between HUDA

Shopping Complex and Sadar Bazaar road) , Golf Course Road (between Gymkhana Club

72


and Ashoka Crescent road), etc, with allowing one side parking on the service roads.

Parking could be allowed on possilbe side roads of these main roads.

Parking restriction is proposed on Sadar Bazaar road to ease traffic congestion.

Designated parking lots should be proposed on one side of

o Railway road (between Railway station and HUDA Shopping complex),

o Khandsa road (between Hira Nagar and Udyga Vihar Phase VI),

o Pataudi road (between Basai Chowk and Himgiri Public School),

o Basai road (between Sethi Chowk and Krishan Nagar),

o Bus stand road (between Fountain Chowk and Matha Mandir Chowk),

o Jharsa road (between NH 8 and HSIDC Housing Complex),

o Sohna road (between Rajiv Gandhi Chowk and Islampur),

o Arya Samaj road (between Fire station and Cremation Ground),

o Vikas Marg (between May Field Gardens and Girls School) and

o Sushant Lok road (between DLF Golf Course and Sun City).

Parking should be restricted on the other side of these roads.

Parking can be provided in stretches out of green belts provided along the side of roads.

At all major intersections, vehicles should not be allowed to park within about 50m of the

junction if feasible

Introduce paid parking facility on the parking zones

No parking for buses, commercial vehicles and other vehicles anywhere on major roads

within the city limits

Parking should not be permitted in front of the driveways from the houses and other

buildings.

Introduce paid parking schemes with a view to discourage long term parkers as well as to

regulate parking.

Integrate parking with public/mass transport terminals and stations by way of park- and-

ride facilities. This could be implemented at the stations on Phase I of DMRC metro

extension, which is under construction. According to DMRC officials, parking space will be

available at HUDA City Centre, IFFCO Chowk, MG Road, Sikanderpur and Guru Dronacharya

metro stations. The HUDA City Centre metro station will have a parking space of 6,500 sq.

m. and the other four metro stations will have parking space of 5,950 sq. m. (IFFCO

Chowk), 876 sq. m. (MG Road), 1,577 sq. m. (Sikanderpur) and 4,572 sq. m. (Guru

Dronacharya). The no of Parking spaces (ECS) is given in table below:

73


S.no Station name No. of car parking spaces (ECS)

1. HUDA City Centre 200

2. IFFCO 180

3. MG Road 30

4. Sikanderpur 50

5. Guru Dronacharya

140

Designate parking areas for autos and cycle rickshaws near terminals, markets, offices,

commercial areas, etc.

The roads proposed for on-street parking management is presented below

Roads proposed for On-street Parking Management

74


The recommended parking policies would help to manage parking on the roads to enable smooth

traffic flow for a short duration. In order to handle the issue on a long time frame, multi-storied

parking lots are essential.

5.9.7 Off- street Parking Facilities

Maximum hourly parking demand observed at various locations surveyed in Gurgaon are presented

below.

No. Location Peak Demand

(PCE)

On-street

1 Cyber Park 126

2 near HUDA Shopping Complex 30

3 Fountain Chowk 54

4 Sethi Chowk 86

5 Railway Station road 25

6 Vishwakarma Road 80

7 New Railway road (near New Colony) 26

8 MG road 181

Off-street

9 Near Mini Secretariat 42

10 Near Power Grid 47

11 Off-street of Vishwakarma road 55 (PCE- Parking Car equivalents)

Based on the parking demand observed and the proposals by the Corporation and HUDA, off-street

parking sites are proposed at the following locations in Gurgaon. They are:

On MG road (either near DT city center/ MGF metroploiton mall, Sahara Mall, Bristol

Chowk, Sikanderpur chowk or neelkanth hospital)

On Vishwakarma road near Erricson

In Sector 29 (Near Power Grid/ Kingdom of dreams)

In Sec 15 (Near Mini Secretariat)

Present Bus terminal site

Near Cyber Park

In sectors 10, 43 (near genpact), 48(near sohna road), 47, 52 (near Ardee city) and the

HUDA City Centre (near Fortis chowk).

These locations are proposed to implement immediately. In addition to these, 8 such facilities are

also proposed in the new areas of GMUC, but proposed to develop in later stage and the exact

locations to be identified later.

75


To identify their exact locations, Pre feasibility studies need to be conducted so as to identify

suitable sites for creating off street parking facilities some of them would be in form of multilevel

parking.

5.9.8 Bus Transport

Immediate implementation of local public transport is essential for Gurgaon. Hence it is

recommended starting organised bus operations through major corridors of Gurgaon.

Bus shelters: It is proposed to have bus stops at every 500m distance in the CBD area and about

1kms distance for other areas. The proposed bus corridors with bus stop locations (about 160 nos.)

proposed for construction of bus shelters are shown below.

Bus stop locations proposed with bus shelters

76


Bus Route Plan: As a short-term plan, the buses are proposed to operate from the present bus

stand located near Fountain Chowk. The bus stand currently accommodates the mofussil buses

also. When the new bus operations start, the approach roads to the bus stand, especially Sadar

Bazaar road and Fountain Chowk will be very congested. In order to handle the situation, re-

routing of the buses from/to the bus stand is recommended. It is proposed to use Lt Atul Katariya

road or Matha Mandir road, instead of Sadar Bazaar road for all buses accessing and starting from

the bus stand. Buses towards Delhi side can use the Bus stand road and continue through Lt Atul

Katariya road and either NH8/ Old Gurgaon road/MG road/ Palam Vihar road. While buses towards

Jaipur, Sohna, Pataudi, Basai and Khandsa can use Bus stand road and then Matha Mandir road

(left turn), Railway road to access the respective road. This routing will not only regulate the

services but also relieve congestion from the core city area. The proposed bus routing is presented

below.

Bus Routing from the Bus stand

Mobility Issues of BPO Industries: The proposed bus transport plan include public transport

services on all major roads in Gurgaon. In normal case, the buses will operate till 10pm in the

77


night. Since Gurgaon accommodate large umber of BPO industries, which work in the night also,

the mobility of these employees in the night is an issue. It is recommended to run the transport

services in the night to the BPO areas. It is also suggested that the BPO industries to provide

shuttle services to the nearest bus stop in the night also. Some private companies have made tie

up with Haryana Roadways for services.

5.9.9 Traffic Management for Market Area

Gurgaon market is located in the heart of the city, due to which Sadar Bazaar road and the

surrounding area is getting choked. In order to relieve the market area from congestion, it is

proposed to provide one- way street system. Also it is proposed to restrict on-street parking on

Sadar Bazaar Road. The roads proposed as one ways should have at least 5.5m width.

Traffic Mangement Proposal at Market Area

78


5.9.10 Regulation of Cycle Rickshaws

In Gurgaon, the citizens have to use cycle-rickshaw to commute from one location to other

because of poor bus service and six-seater service. Travelling by cycle rickshaw is not safe,

especially in the following locations due to the absence of separate NMV lanes:

Crossing at intersections with heavy traffic.

Roads having sharp turns.

In order to encourage and regulate cycle rickshaws in Gurgaon, the following suggestions are

made:

Fare of cycle rickshaws and registration of the vehicles must be regulated similar to auto

rickshaws.

Enforce cycle rickshaws to use the NMV lanes.

They must also be provided with parking stations at bus stand, railway terminal and near

commercial areas.

5.9.11 Regulation of Auto rickshaws

To offset the absence of public transport services, 3- seater auto services must be encouraged and

regulated. They must be provided with appropriate parking stands at the following locations.

Near Fountain Chowk

near IFFCO Chowk

On MG road

On Vishwakarma road

On Railway station road

Eight seater autos must be slowly phased out as public transport is floated.

5.9.12 Enforcement

Strict enforcement equally matters with providing sufficient road infrastructure / furniture for

safe and better traffic management when it comes to safe driving habits. Educating the drivers to

follow and respect the traffic rules is also important.

Traffic police is regulating traffic at critical junctions in Gurgaon. After the junction

improvements are made and a few junctions signalized, the police could be used for the

enforcement actively. If deemed necessary, the department should be strengthened. The traffic

police division should also be provided with enough numbers of necessary equipments like speed

79


radar guns, patrol vehicles etc. for better enforcement. Spot fines for the traffic offenders would

also be a deterrent and would ensure better road discipline.

5.9.13 Road Maintenance and Management Plan

Despite best efforts of concerned authorities aimed at improving the urban road network the

roads continue to exist below desired standards. However urban roads could be maintained and

managed at a very high level of serviceability using modern techniques of Road Maintenance

Management System (RMMS), supported be a systematic Road Information System (RIS). This will

help to evaluate the existing condition of the roads and to suggest needed improvement measures

for the roads so that cost-effective modern technologies can be used to provide higher level of

serviceability by applying regular and timely maintenance.

RMMS is a tool to facilitate the road network asset management at rural and urban levels within

the study area. As an asset management tool, RMMS require a strong data base (Road Information

System) to be collected, maintained and managed scientifically by using the latest techniques like

GIS. RMMS is characterized by:

Creation of a database on road inventory, road condition, traffic, geographic data,

demographic and socio-economic parameters;

Finalization of performance standards for necessary maintenance activities;

Create the cost data base in respect of various regions for the network;

Data base on budgetary support available for maintenance;

Design a maintenance model to make predictions with respect to short, medium and long-

term frames

Generate various scenarios of maintenance within the given constraints of funding and

predict the level of service achieved within these constraints

Priorities the investment needs

Ensure the available recourses are put into optimum use, and

Centralized outputs of the proposed maintenance management system to decide the state

level planning, prioritization and optimization for network.

5.9.14 Benefits and Impact

The proposed traffic management measures include redesign of 22

intersections, development of foot path cum drain for 200 kms of roads,

cycle lanes for 100 kms, grade separations for junctions, introduction of local

bus services, on-street and off- street parking facilities, etc. The overall

benefits emanating from these management measures include enhanced

80


safety of traffic, NMT including pedestrians, reduced waiting time at

intersections, proper segregation of parking from traffic to enable smooth

traffic flow, etc. The improvements proposed cover the old areas and new

developing areas within GMUC. It is proposed to organise parking facilities

within GMUC, including designated on- street parking facilities and multi-

storeyed parking sites at critical areas. Suggested pedestrian facilities

include provision of footpath and safe crossing measures at critical mid

blocks including and junctions and in front of educational institutions, bus

stand, etc. Introduction of public transport with designated bus stops will

decline the usage of private modes to an extend, which will enhance better

safety and better environment in GMUC. The proposed improvements at

juncitons, both grade separations and redesign, benefit in reduction in

accidents and waiting time. However, a detailed Traffic Impact Asessment

study with respect to the proposed improvements is recommended to

quantify the benefits in detail.

5.10 IMP Outcome

The travel demand forecast for 2031 for the

realistic strategy is given below. With the

proposed IMP strategies, the share of personal

modes will decline to 33% from 82%, while the

public transport share will increase to 61%

from 4% in the ‘Do- minimum’ scenario. The

average network speed is projected to be as

31KMPH, from a lower speed of 11KMPH.

Another important outcome is the reduction in

vehicular emissions. The peak hour emission is

expected to decrease from 5kg/sqkm to

2.1kg/sqkm.

Peak Hour Trips with IMP: 2031

Mode Trips Nos.

Trips %

55389 15

66467 18

22156 6

225249 61

Total (motorised)

369260 100

Speed (kmph)

31

Emissions (Kg/sqkm)

2.1

81


Chapter 6

Investment Programme

82


6.1 Cost Estimation

The mobility plan elements discussed in the previous sections were considered in the estimation

of block cost estimate for implementing the elements in the future. The rates are assumed based

on consultants experience on similar studies in the past. The approximate capital cost, excluding

land acquisition, for implementing the mobility plan is about Rs. 15,000 Crores. Major share of

the investment is for developing public/mass transport systems.

6.2 Phasing

The investment is phased into three periods, such as 2009- 2016, 2017- 2021 and 2022- 2031. The

first period (2009- 2016) is basically focus on the traffic management measures and

implementation of bus transport. It is essential to implement buses immediately and the travel

demand requires BRT implementation by 2011. Hence these two components are added in Phase 1

itself. Majority of the developments including SEZs proposed in and around GMUC are expected to

complete by 2021. The development of the main metro connecting Gurgaon with Delhi (which is

included DMRC 2021 plan), in the second phase. Other mass transit systems are proposed to

develop in the third phase. Break up of the cost estimate is presented below.

Rs. In Crores

No Item Quantity Unit Rate Cost

2009- 2016

1 Bus Fleet 300 No. 0.5 150

2 Junction Improvement

Major 6 No. 0.25 1.5

Minor 16 No. 0.1 1.6

3 Bus shelters 160 No. 0.15 24

4 Carriageway widening with SMV lanes 200 Km 1 200

5 Foot path cum drain 200 Km 0.45 90

6 Traffic & Pedestrian Management measures 200 Km 0.04 8

7 Flyovers/Underpasses 15 No. 20 300

8 Pedestrian Crossing Facilities (grade separated) 8 No. 1 8

9 Off-street Parking sites 12 No. 5 60

10 BRT 74 KM 12 888

Total 1731.1

83


2016- 2021

1 Metro (DMRC) 25 Km 200 5000

2 BRT 16 Km 12 192

3 Road Widening (2 lane to 4 lane) 200 Km 2 400

4 Road Widening (2 lane to 6 lane ) 50 Km 4 200

5 New Links (6 lanes) 50 Km 6 300



8 Inter- modal transfer facilities+ Mofussil bus terminal 1 No. 15 15


Total 6827

2021- 2031

1 Metro 25 Km 200 5000





6 Inter- modal transfer facilities 2 No. 8 16


8 Truck terminals 3 No. 10 30

9 RoBs 3 No. 10 30

10 RAAS & RMMS LS 5 5

Total 6581

Grand Total (rounded off) 15140

6.3 Funding Options

To meet the transport needs of the future,

investment requirements will increase to levels

three to four times higher in real terms from the

present levels. The financing of this level will be

a massive task. While the government will

continue to be a major source of funds for

infrastructure, internal generation of resources

by the sector itself will have to increase. Pricing of transport services and reduction in the costs

JNNURM Funding for Urban Transport

Improvement

State Govt. Assistance

HUDA, Gurgaon Corporation, HSIIDC

(Manesar)

Private Entrepreneurs Like SEZ

developers coming forward for funding

in the transport infrastructure sector

84


will have to play a much bigger role than in the past. A larger role of the private sector such as

SEZ developers (eg: proposed LRT by DLF in DLF Cyber city) is also visualized. In a maze of

subsidies and social service obligations public sector transport has lost the importance of

commercial operations. Urban transport Policy of the Ministry of Urban Development clearly

indicates the areas and levels of possible government support in ‘planning to implementation of

urban transport components’. There are certain areas of urban transport components that

different stakeholders can participate so that the required funding and responsibilities can be

shared with suitable coordination and regulation mechanism. The following funding sources are

visualised:

– State/Central Govts.

– HUDA, Gurgaon Corporation, HSIIDC (Manesar)

– Multilateral funding agencies

– Private participation ( BOT/ Annuity/ Sponsorship) including SEZ developers

6.4 Project Profile

A profile sheet presenting details of each project has been prepared and presented below.

Projects are classified as short- term, medium –term and long -term projects based on their

sustainability. Short- term projects are those sustainabille upto 5 years (eg; junction

improvement, on-street parking management, etc), while those sustainable for 5- 10 years are

considered as medium term projects (flyovers, pedestrian subways, etc) and those sustainable for

more than 10 years are grouped under long- term projects (eg; mass transport projects). Possible

way of revenue generation for various projects also included in the profile sheet. It is proposed to

carry out a cost- benefit analysis at the DPR stage of individual projects, especially for mass

transport projects.

Short- term projects are further categorised as those need to be implemented immediately The

block cost estimated for such projects is about Rs. 543 Crores. Details are presented below. It is

recommended to carry out a feasibility study before execution of the projects.

Projects recommended for Immediate Implementation Block Cost (Rs. In

Crores)

Bus Fleet 150

Junction Improvement 3.1

Bus shelters 24

Carriageway widening with NMV lanes 200

Foot path cum drain 90

Traffic & Pedestrian Management measures (signs and markings) 8

Pedestrian Crossing Facilities (grade separated) 8

Off-street Parking sites 60

85


Total Block Cost 543.1

86


Project No: 1 Project Title: Intersection Redesign Project Category: Traffic Management

Project Type: Short- term project No. of Intersections: 20

Locations: Major Improvements 11. Basai Chowk

1. IFFCO Chowk 12. Sethi Chowk

2. Fountain Chowk 13. Signature tower Chowk

3. Bhagat Singh Chowk 14. Subhash Chowk

4. Manesar Chowk 15. Junction of sectors 27, 43, 44 and 29

5. Sikanderpur Chowk 16. Hero Honda Chowk

6. Kapshera Chowk on Old Gurgaon road 17. Islampur Chowk on Sohna road

Minor Improvements 18. Vishwakarma Chowk

7. Shankar Chowk 19. Junction of sectors 43, 42 and 27

8. Matha Mandir Junction 20. AIT Chowk ( junc. of sectors 56, 53 and 54)

9. Prakashpuri Chowk 21. Junction at sectors 23, 27, 47 and 48

10. Rajiv Gandhi Chowk 22. Park Plaza

Approximate capital cost (Rs.): 2.9 Crores

Detailed Description: Intersection improvement measures are suggested by utilizing the existing right of way or limiting land acquisition to the bare minimum. Improvements suggested at the major junctions as part of short term measures include redesign of intersections by providing proper corner and turning radius, channelizers or division islands, signs, lane markings, lighting, landscaping, pedestrian crosswalks, non-motorised lanes, footpath, flaring approaches towards intersections, restricting parking, relocation of bus stop and auto stand, resizing of median, central island, channelizing islands, etc. Similar improvements need to be extended to a number of critical junctions on major corridors.

Implementation period: 2009-2016

PPP Potential: Sponsorship Possible revenue: Advertisements

Potential Benefits: Intersection improvement measures suggested will reduce traffic conflicts and delay at junctions, ensure smooth traffic maneuvering, enable safe pedestrian movements and crossing and improve traffic safety with minimum cost.

87


Project No: 2 Project Title: Foot path cum Drain Project Category: Pedestrian Management

Project Type: Long-term Length: 200 Km

Location: Existing roads in GMUC

Approximate capital cost (Rs.): 90 Crores

Detailed Description: Most of the roads in Gurgaon lack walkable foot path and drainage facilities which results in water logging in many areas. It is recommended to provide continuous pedestrian foot-cum-drain network. Minimum width proposed is 1.5 m, preferable to be with 2-3m.

Implementation period: 2009-2016 PPP Potential: Annuity Possible revenue: Advertisements

Potential Benefits: Segregation of vehicular traffic from pedestrian traffic will Improve pedestrian safety.

88


Project No: 3 Project Title: Pedestrian Crossing Facilities

Project Type: Traffic Management No. of Pedestrian Crossing Facilities : Grade separated:8 At grade: 40

Location:

Across NH 8 expressway

At major junctions like Fountain Chowk, Sethi Chowk, Basai Chowk, etc


Detailed Description: Proposed safe crossing facilities for pedestrians include at-grade facilities like zebra crossing, pedestrian signals, etc and grade separated facilities such as Foot over Bridges, subways, etc. It is proposed to provide zebra crossing with pedestrian signals (flashing type) in front of institutions/hospitals and bus stand. Pedestrian crossing facilities are also required at few locations on NH-8 expressway.

Implementation period: 2009-2016 PPP Potential: 50%

Potential Benefits: Proper pedestrian crossing facilities reduces delay to vehicles and pedestrians, conflict between vehicles and pedestrians and improves pedestrian safety

Project No: 3 Project Title: Carriageway widening with Bicycle Lanes Project Category: Traffic Management

Project Type: Short- term Length: 200 Km

Location: Existing road network in Gurgaon


Detailed Description: The proposed improvements on the roads include:

Pavement strengthening

Provision of paved shoulder

Cross section improvements

Provision of signs and markings

Implementation period: 2009- 2016 PPP Potential: Nil

Potential Benefits: Better roads improve safety, reduce fuel consumption and improve quality of urban environment

89


Project No: 4 Project Title: Off-Street Parking Facilities Project Category: Parking Management

Project Type: Medium -term No. Off-Street Parking Sites: 20

Location:

On M.G. Road

On Vishwakarma road near Erickson

In Sector 29 (Near Power Grid)

In Sector 15 (Near Mini Secretariat)

Present bus terminal site

Near Cyber Park

In Sectors 10, 43, 47, 48, 52 and City Centre

Additional 8 locations in the new developing areas.

Approximate capital cost (Rs. In Crores): 60

Detailed Description: Development of multi-storeyed parking sites are proposed at 12 locations in Gurgaon. The locations include proposals by the Corporation and HUDA. Additionally, 8 more locations are included in the new areas to develop in later stage in Phase 2 and Phase 3.

Implementation period: 2009- 2021 PPP Potential: BoT Possible revenue: Parking charges, Advertisements, Commercial area developments

Potential Benefits: When the project will be implemented, it is possible to ban parking on the roads in the vicinity. This will improve the traffic circulation on the roads in the surrounding vicinity.

90


Project No: 5 Project Title: Fly Overs/Underpasses Project Category: Traffic Management

Project Type: Medium- term No. of Flyovers/Underpasses: 16

Location:


Detailed Description: Detailed Description:

1. IFFCO Chowk

2. Rajiv Gandhi Chowk

3. Shankar Chowk

4. Sikanderpur Chowk 5. Manesar Chowk 6. Hero Honda Chowk 7. Sethi Chowk 8. Outer ring road with Sohna road 9. Outer ring road with NH8 road (2 junctions together) 10. Outer ring road with Pataudi road 11. Outer ring road with Basai road 12. Outer ring road with Old Gurgaon road 13. Outer ring road with NH 8 14. Outer ring road with MG road 15. Outer ring road with Faridabad road 16. Outer ring road with road to Sushant Lok PH III 17. Outer ring road with sector 56,57, 61 and 62 18. Outer ring road with sector 50,57, 65 and 62

91


19. Outer ring road with sector 70,71, 75 and 73 20. Outer ring road with sector 83,84 21. Outer ring road with sector 88 and 84 22. Outer ring road with sector 103,104, 105 and 106 23. Outer ring road with sector 2,23, and 111 24. Junction of sector 29 and 27/43 25. Junction of sector 27/28 and DLF phase 1 26. Junction of sector 27/43/42 and DLF phase 1 27. Junction of sector 43/42/53 and 54 28. Junction of sector 49/50/65 and 66 on Outer ring road (SPR) 29. Junction of sector 69/70/71 and 72 on Outer ring road (SPR) 30. Junction of sector 33/38/47 and 48 31. Junction of sector 38/39/46 and 47 32. Junction of sector 45/46/51 and 52 33. Junction of sector 74A/76A and NH8 34. Junction of sector 74A/74/76A and 75 on Outer ring road (SPR) 35. Junction of sector 77/78/83 and 82A 36. Junction of sector 81A/82A/78 and 80 37. Junction of CPR and Outer ring road (NPR) 38. Junction of sector 101/102/103 and 104 on Outer ring road (NPR) 39. Junction of sector 105/106/109 and 110 on Outer ring road (NPR) 40. Junction of sector 110/110A/112 and 113 on Outer ring road (NPR)

41. Junction of Manesar sector 1/1A with NH8

92


Project No: 6 Project Title: Introduction of Bus Transport Project Category: Public Transport

Project Type: Long-term Fleet: 300 Nos. Bus bays: 160 Nos.

Location:


Detailed Description: Immediate implementation of local public transport is essential for Gurgaon. Hence it is recommended starting organised bus operations through major corridors of Gurgaon. Bus shelters: It is proposed to have bus stops at every 500m distance in the CBD area and about 1kms distance for other areas.

Implementation period: 2009- 2016 PPP Potential: BoT Possible revenue: Bus Fare and Advertisements Advertisement at bus bays

Potential Benefits: Organised public transport will improve the mobility needs of people in Gurgaon. It is a sustainable environmental friendly means of transport. Also will reduce the usage of personal modes on the roads.

93


Project No: 7 Project Title: Implementation of Low/Medium capacity Mass transport system (BRT) Project Category: Public/Mass Transport

Project Type: Long-term Length: 90Kms

Location:

Inner Ring Road

Old NH8

Khandsa Road

Palam Vihar road

Mehrauli road

Pataudi road

Sohna road

Golf Course road (2016- 2021)


Detailed Description: Bus rapid transit (BRT) system is proposed on selected roads in GMUC.

Implementation period: 2009-2016, 2016- 2021 PPP Potential: BoT

Possible revenue: Fare, Advertisements, commercial area development and parking at stations.

Potential Benefits: It is a faster, sustainable and environmental friendly means of transport. It will also reduce the usage of personal modes on the roads.

94


Project No: 8 Project Title: Road network Improvement Project Category: Mobility Corridor Development

Project Type: Long- term Length: Widening: 340 Km New Links: 250 Km

Location:


Detailed Description: Widening: 340 Kms 2 lane to 4 lanes: 290 Kms 2 lane to 6 lanes: 50 Kms New Links: 150 Kms 6 lanes: 100Kms 8 lane: 150Kms

Implementation period: 2011-2016, 2017- 2021, 2021- 3031 PPP Potential: Annuity

Possible revenue: Toll and Land development along the corridors

Potential Benefits: Development of road network will improve connectivity and accessibility within and outside of GMUC. Also will boost up the economic developments along the corridors.

95


Project No: 9 Project Title: Implementation of High capacity Mass transport system Project Category: Public/Mass transport

Project Type: Long- term Length: 50 Kms

Corridors:

DMRC master plan (2021) corridor

Along Khandsa road and NH 8 upto KMP corridor


Detailed Description: High capacity mass transport systems (Metro) are proposed on two corridors in GMUC.

Implementation period: 2016-2021, 2022- 2031 PPP Potential: BoT

Possible revenue: Fare, Advertisements and Commercial area development and parking at stations.

Potential Benefits: It is a faster, sustainable and environmental friendly means of transport. It will also reduce the usage of personal modes on the roads.

96


Project No: 10 Project Title: Inter modal transfer facilities Project Category: Public /Mass Transport

Project Type: Long- term Nos.: 3

Location:


Detailed Description: The inter modal transfer facilities are proposed with:

Inter-state and inter-city and city bus services are proposed with the terminal

along with inter- modal transfer facility proposed in the Development Plan-

2021 on outer ring road near NH8 (sector 83).

Two additional inter- modal transfer terminals are proposed in Sector 29 and

sector 121 with city bus terminals.

These inter-modal transfer facilities would have park-and-ride system.

Implementation period: 2016- 2021, 2021- 2031 PPP Potential: BoT

Possible revenue: Advertisements and Commercial area development and parking

Potential Benefits: They will facilitate organised services of public transport and mass transport system. It will encourage passengers to use public/mass transport by having park- and – ride facilities, which will increase the patronage on mass transit and thereby reduce traffic on the roads.

97


Project No: 11 Project Title: Development of Truck terminals Project Category: Commercial Terminal Plan

Project Type: Long- term Nos: 3

Locations:

near Maruti Udyog near Old Gurgaon road (sector 19), and

two locations in Manesar (one along the Outer ring road (sector

88), and another location in sector 128).


Detailed Description: Elimination of the rail crossings by providing RoBs/RuBs.

Implementation period: 2021- 2031 PPP Potential: BoT

Possible revenue: Parking Fee

Potential Benefits: The project is intended to organize/manage commercial traffic in the town in a better way. This proposal will help to avoid haphazard parking of trucks on the roads. Also it will add economic benefits to the surrounding area.

98


Project No: 12 Project Title: Rail over Bridge

Project Category: Other transport plans

Project Type: Long- term Nos: 3

Location:

At three level crossings in GMUC, located outside of city

Approximate capital Cost (Rs.) : 30 Crores

Detailed Description: The truck terminals proposed at these three locations are proposed to have a total of 3000 truck parking spaces and with ancillary facilities.

Implementation period: 2021- 2031 PPP Potential: Annuity

Possible revenue: toll collection

Potential Benefits: Enable continuous traffic movement.

99


Chapter 7

Institutional Framework

100


The section analyse the present setup of institutional framework in Gurgaon, the issues

pertaining to the present setup and proposed frame work.

7.1 Present Institutional Set-Up

The following agencies are currently involved in planning, implementing and managing

traffic and transport infrastructure of GMUC.

Directorate of Town and Country Planning, Haryana (DTCP): This is the nodal agency

responsible for the Strategic Regional and Transportation Planning in the Urban Complex. It

has the overall responsibility of preparing and implementing development plans in the

Area. It functions as an apex body in preparing and implementing development programs

in areas such as housing, slum improvement, traffic and transportation and infrastructure

development.

The Haryana Urban Development Authority (HUDA): It is a statutory body of Haryana Govt.

was constituted under the Haryana Urban Development Authority Act, 1977 to take up the

planned development of urban areas and it functioned under the support of the Town &

Country Planning Dept. The main functions of Haryana Urban Development Authority are as

under:-

To promote and secure development of urban areas with the power to acquire, sell

and dispose off property, both movable and immovable ;

To acquire, develop and dispose land for residential, industrial and commercial

purpose ;

To make available developed land to Haryana Housing Board and other bodies for

providing houses to economically weaker sections of the society ; and

To undertake building works.

The development of major infrastructure services in the Gurgaon- Manesar urban complex

include master water supply, master sewerage system, master storm water drainage,

northern peripheral road, southern peripheral road and other major external roads and

major horticultural works will be under taken by this Authority.

Corporation of Gurgaon: Gurgaon has been upgraded to a Municipal Corporation recently.

The Corporation is responsible for planning and implementation of economic and social

development plans, basic urban amenities and facilities and urban infrastructure within the

area under Municipal Corporation.

101


Haryana State Industrial and Infrastructure Development Corporation (HSIIDC): HSIIDC was

setup in 1967 for promoting medium and large scale industries so as to ensure balanced

regional development of Haryana, by acting as an institutional entrepreneur and a financial

institution. HSIIDC serves as the single most important platform for providing services in

the following areas:-

Providing financial assistance by way of term loans, equipment re-

finance/equipment leasing and working capital.

Infrastructural development in the State of Haryana. Performing Agency functions

on behalf of the State Government/ IDBI/SIDBI

Performing Agency functions for entrepreneurs and established industries for

enhancement of capacity/modernisation.

This agency is responsible for the infrastructure development of industrial estate of

Manesar.

Traffic Police: Traffic police is the foremost agency managing traffic in Gurgaon. The

jurisdiction of Gurgaon Police is almost synonymous with the Corporation.

Other Organisations: In addition, the Government organisations directly or indirectly

related to transportation in the GMUC are Department of Highways, Haryana State Road

Transport Corporation, RTO, etc.

Stakeholders like ‘SURGE’ are also active in traffic management in Gurgaon.

7.2 Issues with the Present Institutional Set up

There are a number of prestigious organizations/institutions involved in planning,

implementation and enforcement of Traffic and transport infrastructure in Gurgaon. In

many tasks, role of various agencies is overlapping.

But there is no organised public transport for intra city movements in Gurgaon. Private

operators are running mini buses to various neighboring villages. 6- seater autos and cycle

rickshaws are also active for local transport, but not in an organised way at all. There is no

enforcement/restriction in the movement of commercial vehicles also. There is no

agency/organization responsible for managing the above transport in Gurgaon.

Due to the multiplicity of institutions has resulted in fragmentation of functional

responsibilities, lack of local resources, paucity of financial resources and lack of

102


privatization strategy for the sector, as a whole. This calls for developing and maintaining

an integrated transport system by an appropriate authority.

In order to have an integrated approach to improve the transportation infrastructure in

Gurgaon and to utilize the available infrastructure facilities and resources for development

efficiently, proper coordination and streamlining the activities of different agencies, there

is need for a statutory organization.

7.3 Proposed Institutional Framework

Realizing the importance of an integrated approach to the problem of Urban Transport, the

national Transport Committee set up in 1980 by Government of India thought of having a

Unified Metropolitan in Transport Authority (UMTA) for every major urban area to ensure

that not only the planning and operation of all transport modes are integrated but

transport development is clearly interlinked with the development as a whole. This

approach was subsequently incorporated into the National Urban Transport Policy (NUTP)

issued by the Government of India, in the Ministry of Urban Development.

UMTA should be a statutory body, created by on Act of parliament as an enabling body.

Besides, it should have professionals as members. All the above mentioned agencies

involved in planning, implementation and enforcement of transport in GMUC should have

members in UMTA. The UMTA will look into both the planning and execution aspects of all

the projects and recommend the priority with each of these projects should be taken up.

All the transport and infrastructure projects will be look into by this body. All urban

transport related projects need to be approved by the UMTA for funding (State / Central)

to be available to them. Apart from deciding the finance for the project, the body will take

a call as to which member agency will implement a particular project. The authority will

advise all the local bodies regarding the execution of transport projects. It should have

adequate transport planning expertise also in order to study and prepare perspective plans

for transport and related infrastructure. It should be responsible for undertaking and

updating all transport studies, including mobility plans in every 3-5 years. The UMTA is also

responsible as a regulatory authority, where it will adopt /set performance standards for

bus, roadways, transit etc. It will also have bus/ Vehicle operating standards.

Also UMTA would be responsible for developing integrated plans for the Infrastructure of

focusing on the Transport, Sewerage, Water, Storm water drainage, Electrical and

Communications requirements. This would ensure concurrent development and efficient

use of resources.

103


To Summarize, UMTA should have the following responsibilities:

1. Regulatory

Setting norms/ Standards / Guidelines

Traffic Service levels

TSM Guidelines

2. Planning

Land use – transport integration

QA/QC for comprehensive mobility Plans

Updation of Master plans

3. Funding

Project Approval

State/Central fund sanctioning and channeling

4. Co-Ordination

Co-ordination with other Urban Infrastructure departments.

i


Executive Summary

Background

The Gurgaon- Manesar Urban Complex (GMUC)

extends to an area of 370 sq. km comprising of

Gurgaon Corporation, Haryana Urban Development

Area and Haryana State Industrial and Infrastructural

Development Corporation (HSIIDC) area in Manesar.

GMUC has witnessed tremendous urbanization since

the past two decades, due to public- private

participation in land development, automobile

industries, IT and BPO industry. Population growth in

the GMUC has recorded a natural growth till

1991(1.36 lakhs), while it has grown to 4.16 lakhs by

2001. The estimated population for 2008, based on

secondary sources for GMUC is above 10 Lakh even

with conservative estimates.

Its proximity to Delhi, to the International Airport and the Delhi-Jaipur national highway - NH8 has

made GMUC attractive for both industrial and residential development.

Haryana Government has taken many initiatives to boost the economic growth of the region. Some

of the major initiatives are:

Kundli- Manesar- Palwal (KMP) Global

Corridor and proposed developments

along the corridor

Development of Special Economic Zones

(SEZs): Major SEZs are proposed in and

around Gurgaon- Manesar area include

Reliance Haryana SEZ (RHSEZ), Raheja

SEZ, DLF Cyber SEZ, Raheja Engineering

ii


SEZ, Uppal SEZ, Emmar MGF SEZ, DLF SEZ, IREO SEZ, etc.

The proposed DLF Cyber city in Gurgaon is expected to generate an employment of about 5

lakh by 2011 and the RHSEZ about 23 lakh.

Rapid urbanization, population growth, growing economy and emerging opportunities in the region

have placed an enormous demand for quality civic infrastructure. Apart from being plagued by

huge gaps in infrastructure to service the current population, Gurgaon faces other common

challenges like, traffic congestion, deteriorating roads, pollution and a strain on civic supplies.

Some of the major problems Gurgaon faces is the inadequate connectivity with Delhi, poor local

network, lack of public transport, facilities for truck parking, non motorised vehicles and

pedestrian, lack of off-street parking facilities, congested junctions and links, etc.

It is anticipated that by 2031, the population within GMUC will be about 43 Lakhs, even under a

conservative estimate, which will be about 3 times higher than the present population. The

proposed SEZs in and around GMUC are expected to generate huge employment in the area. The

peak hour motorised transport demand estimated for 2031 is about 3.7 Lakhs, which is currently

only 1.3 Lakhs. The impact of this high demand on the transport infrastructure of GMUC will be

huge and critical.

Vision

The mobility plan seeks to “move people, not vehicles”. By emphasizing the pre-eminence of

public transport and goods transport and integrating the land use with transport networks, with

encouraging non-motorised

transport it seeks to achieve the

objectives of the National Urban

Transport Policy (NUTP) in GMUC.

The Integrated Mobility Plan

vision for transport in GMUC ensures that the GMUC will have a high class sustainable and efficient

transport infrastructure that will meet the needs of the economic developments that are proposed

in the area.

Objectives

The objective of the Integrated Mobility Plan (this study) is to develop a transportation vision, set

goals and objectives based on the defined vision and develop specific actions in the form of short,

medium and long term transportation improvement proposals that will achieve the transportation

“To ensure that the Gurgaon - Manesar Urban Complex

will have a high class sustainable and efficient transport

infrastructure that will meet the needs of the economic

developments proposed in the area”

iii


vision for the area. The Mobility Plan will emphasize the movement of people and goods, not just

motor vehicles, and so will give due priority to public transit, travel demand management and non-

motorized modes.

In order to address the existing and envisaged mobility demand in 2031 and to fulfill the vision

stated above, the following objectives need to be achieved:

Integration of land use and transport-connectivity between the areas of activities

within the GMUC

Accessibility within and outside GMUC

Better connectivity with Delhi

Increased use of Public Transit

Improved non-motorized and pedestrian facilities

Improved safety of travel

Reduction in pollution

Study Approach

A detailed traffic inventory was made through the collection of the following data:

Road network inventory surveys

Screen line volume counts

Junction turning counts

Cordon count and OD surveys

Speed and delay surveys

On-street parking surveys

Off- street parking surveys

Pedestrian count along the roads

Pedestrian count crossing roads/ junctions

IPT passenger interview surveys

Cyclist interview surveys

Inter city & local Bus passenger count and OD for both boarding and alighting passengers

House hold interview surveys

Topo surveys

iv


A conventional four stage transportation model has been calibrated to help in transport forecast.

It includes:

Trip Generation – calculating the number of origins and destinations for each zone.

Trip Distribution – attaching the origins and destinations for complete trips.

Mode Choice – determining the mode for each trip (TW, car, auto, Public transport).

Assignment –assigning passengers to their respective highway and transit networks.

The highway (road) network with all the major roads and some key minor roads.

The economic development of the study area in terms of population and employment growth is

translated to the model for forecasting.

Based on the growth trends, three scenarios were considered to project population and

employment. They are, ‘Aggressive scenario’, ‘Moderate scenario’ and ‘Realistic scenario’. In the

‘Aggressive scenario’, all proposed SEZs are expected to come up within the stipulated time, while

‘Moderate scenario’ assumes a lesser growth of the SEZs, compared with the ‘Aggressive scenario’.

The ‘Realistic scenario’ assumes a very low growth keeping in view the global economic meltdown.

For the IMP recommendations, we used the ‘Realistic Scenario’.

The work participation ratio under ‘aggressive scenario’ is worked out to be above 1.0, while that

has come down to 0.75 and 0.45 for ‘moderate’ and ‘realistic’ scenarios respectively. In all cases,

the ratio is higher than the national average and hence the corresponding travel demand will be

huge. While for our planning, we have considered a horizon year employment in the region as 18.5

Lakhs, if the economy has its way this will be 59.2 Lakhs as can be seen from the ‘Optimistic

Scenario’.

Aggressive Moderate Realistic

Optimistic Scenario

• All proposed developments in

and around GMUC will see light

in the stipulated time

• GMUC Population projected

for 2021 is in accordance with

projections by the final

Developemnt Plan- 2021 and


around GMUC

Moderate Scenario

• Only 50% of the

developments will see light in

the stipulated time

• GMUC Population projections

are accordance with projections

by Water Supply Dept. and


around GMUC

Realistic Scenario

• 15% of proposed growth

nodes (outside GMUC) would

only happen keeping in view

the economic meltdown

• GMUC Population

projected for 2021 that is 43

lakhs would happen only in

2031.

v


The calibrated model has been used to forecast travel demand for the horizon period. The urban

network strategy has been evolved by testing two options of ‘Grid’ and ‘Ring’ network. Ring

network is found better performing than grid and is generally adopted as the preferred network

development approach. The model has been run under ‘Do- minimum’ interventions in 2031 and

under various public transport strategies for various horizon years.

Existing Scenario

GMUC virtually lacks organized public transport for local/intra -city

transport encouraging higher usage of personal modes. The public

transport share in total trips is minimum (10% of total trips), while

personallised mode share has 60% and Non Motorised Vehicles and

walk trips constitute 30%. The present road network constitutes

about 220 kms, in which 58% are two lane roads, leading heavy

traffic congestion on the streets. Traffic volume counts indicated

several oversaturated junctions, many on NH 8 such as IFFCO

Chowk, Rajeev Gandhi Chowk, Shankar Chowk and NH8 – Manesar

Chowk. Speed Surveys indicated a very low operating speed of 22

KMPH. Street lights are available only on 20% of roads. Water logging

is acute on roads. Roads with usable footpath are significantly lower

than 23%. No separate lanes are available for NMVs. Parking demand

is huge, but off-street facilities are absent. About 11000 vehicles are

parked on various roads in Gurgaon.

Accidents are increasing at the rate of

6% per annum. Accident prone locations include major junctions. The

estimated daily vehicular emission is about 15 tones currently. The

Origin- destination surveys conducted at the outer cordon locations

revealed that through traffic (bound between places out side of

GMUC) is significant on all major transport corridors. More than 70% of commercial vehicle trips

and about 50% of passenger trips are bound between places beyond

GMUC. Ring roads/bypasses are absent forcing through traffic to use

Gurgaon roads. About 13% of vehicles crossing the outer cordon points

of the study area, which constitutes about 40,000 vehicles, are goods

vehicles of which about three- fourth of goods vehicles have no

business in Gurgaon.

vi


Even with such huge demand, truck terminals are not present in Gurgaon. During day time, these

vehicles are parked along roads near industries, which is a traffic hazard. The mobility issue of

these trucks/trailers are also become a concern in GMUC.

Approach

The above strategy is sought to be implemented through the following broad approach:

Implementation of an organized public transport system as an initiative to enhance the

mobility and suitable mass transport system for future.

Identification of a number of trunk mobility corridors along which low/medium/high

capacity public transport systems would be considered based on a scientific and detailed

alternatives analysis. The mass transport system to be integrated with the DMRC proposed

plans. This will enhance the connectivity with Delhi.

Providing alternative routes for bypassing the core city area. For this purpose, the ring

corridor has been suggested to enable the core city area to be bypassed. An outer ring also

has been suggested using portions of Peripheral roads recommended in the Development

Plan- 2021.

Providing a network of dedicated cycle tracks, footpaths and safe pedestrian crossings.

Providing flyovers/under passes in heavily congested junctions/intersections for better

management of traffic.

Provision of off-street parking facilities and management of on-street parking.

Provision of truck terminals, bus terminals and intermodal transfer facilities

Better traffic management measures including junction improvements, on-street parking

management, etc.

Special attention towards road safety

Introduction of physical and fiscal measures that would discourage the use of personal

motor vehicles.

Integrated plan for cycle rickshaws and share autos.

Reform and strengthen the institutional arrangements for planning, managing and

regulating the transport infrastructure in GMUC.

vii


Mobility Plan Strategies

Solutions for GMUC transport improvements cannot be achieved by a single strategy. The mobility

goals for GMUC will need to be addressed through a multipronged approach. The following

strategies need to be adopted in tandem to meet the various goals set for GMUC.

I. Land Use and Transport Strategy

II. Mobility Corridor Strategy

III. Public Transit Strategy

IV. Non-Motorized Transport Strategy

V. Freight Management Strategy

VI. Traffic Engineering Measures

VII. Travel Demand Management Strategy

The land use and Transport strategy for GMUC has been evolved based on the Development Plan-

2001 prepared by DTCP, Haryana. IMP

has identified a number of trunk

mobility corridors along which

low/medium/high capacity public

transport systems that need to be

considered. Volume to capacity ratios on

the major roads connecting Delhi to

Gurgaon (MG road and Old NH road) has

already crossed 1 and need urgent

attention. Also the predicted volume to

capacity ratio of major corridors is

generally high. Operating buses in the kind of a congested network will be very difficult. However

as an initiative, introduction of bus transport is recommended with a current requirement of 300

buses. This will increase the current PT share from 10% to 24%. To cater to the future demand, in

addition to BRT corridors, possible medium (LRT/monorail) and high capacity/high speed Mass

Transit System (Metro), are recommended on appropriate corridors. The suggested transport plan

for 2021 with mass transit systems would augment the public transport share to 61%. Two ring

roads (inner and outer) have been proposed to segregate Gurgaon bound traffic from through

traffic. Non- motorized transport (NMT) trips in Gurgaon is significant, but the facilities are totally

inadequate.

viii


As part of NMT strategy, provision of footpath, pedestrian crossing facilities, bicycle lanes, cycle

rickshaw stands, etc. Freight management strategy includes development of truck terminals and

route management of cargo Movement between Manesar and Airport. As part of parking

management strategy, measures to organize on-street parking and off-street parking sites are

suggested. Traffic management strategy covers junction redesign, installation of traffic signs and

markings, etc.

Integrated Mobility Plan

The proposed mobility corridor plan consists of radial road network complemented with

circumferential roads to form a radial and ring pattern of the road network. Two circumferential

rings have been envisaged in the study area. The proposed mobility corridor covers about 200 kms

of roads. Road development is based on Development Plan (2021) network for 590 kms, including

340 Kms existing and 250 Kms new links. Mobility plan includes 23 grade separated intersection

facilities in GMUC. About 210 kms of road network is proposed with bi-cycle lane installation and

500 kms of road network is proposed for foot path installation. Three bus terminals including

intermodal transfer facilities and three truck terminals are suggested as part of passenger and

freight terminal plan. The traffic management measures suggested include short and medium term

schemes such as, Intersection redesign (22 nos.), Pedestrian crossing facilities, Parking

management in terms on on-street parking and off- street parking facilities (20 nos.), Bicycle lanes

and foot path on the existing network, traffic improvement in the market area, regulation of Auto

rickshaws and Cycle rickshaws, etc.

IMP Outcome

With the proposed IMP strategies by 2031, the share of personal modes will decline to 33% from

82%, while the public transport share will increase to 61% from 4%. The average network speed is

projected to be as 31KMPH. Another important outcome is the reduction in vehicular emissions.

The peak hour emission is expected to decrease from 5kg/sqkm to 2.1kg/sqkm.

Investment Programme

The approximate capital cost, excluding land acquisition, for implementing the mobility plan is

about Rs. 15,140 Crores (estimated based on block costs), including Rs. 543 Crores for traffic

management measures.

ix


The rates are assumed based on consultants experience on similar studies in the past.

The investment is phased into three periods, 2009- 2016, 2017- 2021 and 2022- 2031. The first

period (2009- 2016) is basically focus on the traffic management measures and implementation of

bus transport and BRTs. The development of the main metro connecting Gurgaon with Delhi (which

is included DMRC 2021 plan), is proposed in the second phase. Other mass transit systems are

proposed to be developed in the third phase.

Projects have been categorized into short- term, medium –term and long -term projects based on

their sustainability. Short- term projects are those sustainable up to 5 years (e.g. junction

improvement, on-street parking management, etc), while those sustainable for 5- 10 years are

considered as medium term projects (flyovers, pedestrian subways, etc) and those sustainable for

more than 10 years are grouped under long- term projects (e.g.; mass transport projects.

Short- term projects are further categorized as those need to be implemented immediately. Block

cost estimated for such projects is about Rs. 543 Crores. Details are presented below. It is

recommended to carry out a feasibility study before execution of the projects.

Projects recommended for Immediate

Implementation

Block Cost

(Rs. In Crores)

Bus Fleet 150

Junction Improvement 3.1

Bus shelters 24

Carriageway widening with NMV lanes 200

Foot path cum drain 90

Traffic & Pedestrian Management measures (signs and

markings) 8

Pedestrian Crossing Facilities (grade separated) 8

Off-street Parking sites 60

Total Block Cost 543.1

x


Breakup of total cost estimates is presented below:

No Item Quantity Unit Rate Cost

( Rs. Crores)

2009- 2016

1 Bus Fleet 300 No. 0.5 150

2 Junction Improvement

Major 6 No. 0.25 1.5

Minor 16 No. 0.1 1.6

3 Bus shelters 160 No. 0.15 24

4 Carriageway widening with SMV lanes 200 Km 1 200

5 Foot path cum drain 200 Km 0.45 90

6 Traffic & Pedestrian Management measures 200 Km 0.04 8


8 Pedestrian Crossing Facilities (grade separated) 8 No. 1 8


10 BRT 74 KM 12 888

Total 1731.1

xi


2016- 2021

1 Metro (DMRC) 25 Km 200 5000

2 BRT 16 Km 12 192


4 Road Widening (2 lane to 6 lane ) 50 Km 4 200




8 Inter- modal transfer facilities+ Mofussil bus terminal 1 No. 15 15


Total 6827

2021- 2031

1 Metro 25 Km 200 5000





6 Inter- modal transfer facilities 2 No. 8 16


8 Truck terminals 3 No. 10 30

9 RoBs 3 No. 10 30

10 RAAS & RMMS LS 5 5

Total 6581

Grand Total (rounded off) 15140

xii


To meet the transport needs of the future, investment requirements will increase to levels three to

four times higher in real terms from the present levels. The financing of this level will be a massive

task. While the government (both Central and State) will continue to be a major source of funds for

infrastructure, internal generation of resources by the sector itself will have to increase. A larger

role of the private sector such as SEZ developers (e.g.: development of LRT by DLF in DLF Cyber

city) is also visualized.

Major share of the investment is for developing public/mass transport systems. Fare,

Advertisements and Commercial area development and parking at stations. There are certain areas

of urban transport components that different stakeholders can participate so that the required

funding and responsibilities can be shared with suitable coordination and regulation mechanism.

The following funding sources are:

State/Central Governments

HUDA, Gurgaon Corporation, HSIIDC (Manesar)

Multilateral funding agencies

Private Entrepreneurs Like SEZ developers coming forward for funding in the transport

infrastructure sector

The possible ways of funding at a project level has been prepared and documented.

Proposed Institutional Mechanism

In order to have an integrated approach to improve the transportation infrastructure in GMUC and

to utilize the available infrastructure facilities and resources for development efficiently, proper

coordination and streamlining of the activities of different agencies, there is need for a statutory

organization. The IMP proposes setting up of Unified Metropolitan in Transport Authority (UMTA) for

this purpose.

integrated mobility plan for gurgaon manesar urban complex mobility plan for gurgaon... · a-2...

Documents