dELHI pLAN.pdf

ECONOMIC SURVEY OF DELHI, 2001-2002100

CHAPTER -12

TRANSPORT

1. The Transportation System is a critical component of urban infrastructure and the lifeline of the city. Awell-developed and planned transportation system is integral to the development of economic andsocial activity and accelerates economic growth. The ever-growing population of Delhi has resultedin mounting pressure on the transportation system and this is bound to increase further in comingyears. The urban transportation system now has to be developed to cater to the burgeoningpopulation growth.

2. VEHICULAR GROWTH

2.1 As on March 2001, 34.56 lakh motor vehicles were registered in Delhi. The Census 2001 reportedDelhi's population as 137.8 lakh. This implies 251 vehicles per 1000 population in March, 2001 ascompared to 192 vehicles in March, 1991. There has been an increase of about 90 % in overallgrowth of registered vehicles during 1991-2001 at an average annual compound growth rateof about 6.7%. Motor vehicle population and its growth rate (registration) from 1990-91 can beseen in tables 12.1 & 12.2 respectively. The percentage distribution of categories of motor vehiclesin Delhi (Table- 12.3) shows that there has been a rapid proliferation in the number of cars/jeepsduring the decade, while there has been a decline in the relative share of motorcycle & scooters,auto rickshaws, taxies and goods vehicles. The annual growth rate of total motor vehicles(Registration) in Delhi has shown a declining trend since 1997-98. The number of cars/jeeps hasincreased from 21.9% in 1991 to 26.6% of the total vehicles in 2001.

2.2 There is controversy about the actual number of vehicles plying on Delhi's roads. A largenumber of vehicles registered in Delhi can be seen plying on NCR town roads. Similarly, vehiclesregistered outside Delhi but plying on Delhi roads are of two categories (a) plying on Delhiroads while crossing Delhi territory to reach a destination outside Delhi; and, (b) now shifted toDelhi on temporary or permanent basis. Transport Department is making efforts to estimate theactual number of vehicles in Delhi by taking into account vehicles that have outlived their lifedue to any account, transferred to and from other States, etc.

ECONOMIC SURVEY OF DELHI, 2001-2002 101

3. MODES OF TRANSPORT

3.1 Delhi is predominantly dependent on road transport, with the railways catering to only about1% of the local traffic. The ring rail network in Delhi is grossly underutilized. Buses cater to about60% of the total demand while personal vehicles account for 30%. Buses constitute only 1.2% ofthe total number of vehicles, but cater to 60% of the total traffic load. Among personalizedvehicles, motor cycles and scooters comprise about 64.5% of the total number of vehicles inDelhi, while cars and jeeps account for 26.6% of the total vehicles. (Table 12.3).

3.2 It is difficult to obtain complete data about man and animal-driven vehicles as these are notregistered properly. Moreover, the number of unauthorized vehicles are estimated to be morethan those registered with the local bodies. Registered man and animal-driven vehicles constituteabout 4.6% of the total vehicle population in Delhi out of which about 52.3% are cycle rickshaws(Table 12.5). The registration of cycle rikshaws is being discontinued from this year onwardsand as such the exact number of cycle rikshaws in the city will not be available.

4. ROAD NETWORK

4.1 The road network in Delhi is being developed and maintained by PWD, MCD, NDMC, DelhiCantonment Board and DDA. The road network in Delhi was 28508 kms (including 388 kms ofNHS) in March 2001. The growth of the road network in Delhi is shown in Table 12.6.

4.2 Delhi had 1749 km of road length per 100 sq. km area in 1995-96 as compared to nationalaverage of 73 km per 100 sq. km area (1995-96). The road network has increased from 8380 kmin 1971-72 to 28508 km in 2000-01 (three times), while the number of vehicles has increased from2.14 lakh in 1971-72 to 34.56 lakh in 2000-01 (sixteen times). The consequences in terms of heavytraffic congestion and reduced vehicle speed are self evident (Table 12.6 & 12.7).


Chart 12.2

NUMBER OF VEHICLES AND ROAD LENGTH IN DELHI

RING ROAD

4.3 The Ring Road, Outer Ring Road and the radial roads constitute a distinct feature of the roadnetwork in Delhi. Ring Road has a length of 48 km, of which 16 km is common with Outer RingRoad and NH-1. The 6-lane carriageway of the existing Ring Road had reached the saturationcapacity of 110000 vehicles per day. Traffic is projected to reach between 1.5- 4 lakh PCUs by2011, which will require expansion of the Ring Road to 18- 24 lanes (Source: NCRPB).

NATIONAL HIGHWAYS

4.4 Delhi has the distinction of having 5 National Highways passing through its territory. These areNH-1, NH-2, NH-8, NH-10 and NH-24 connecting National Capital Region of Delhi to rest of thecountry. These highways contribute significantly to the character of Delhi as a major tradingand distribution centre.

PERIPHERAL EXPRESSWAY

4.5 Delhi has emerged as a major wholesale trade center for North India. It is estimated that 78% ofvegetables and fruits, 49% of fuel, 44% of iron and steel and 47% of food grains traded in Delhiare destined for other States. The five national highways also bring interstate goods vehicles


into the territory. This situation aggravates the traffic congestion, particularly on Ring Road,Outer Ring Road and other major roads of the city. As a solution to this problem, a peripheralexpressway (94 km length) is proposed to be constructed along the western boundary of Delhiand through parts of Haryana by the National Highway Authority of India (NHAI) as a NationalHighway project. Delhi Government will have to acquire about 1000 Hects. of land along 74km length in Delhi Territory of proposed site for this project and hand it over to NHAI. PWD isplanning to acquire the land.


GURGAON EXPRESSWAY

4.6 NHAI is planning to convert the road connecting Delhi to Gurgaon into an eight lane tollexpressway. This Expressway of 28 km length (18 Kms in Haryrana + 10 Kms in Delhi) is to be completedby December, 2003. After completion of the project it will take about 25 minutes to reach Gurgaonfrom Delhi saving 20 minutes time. The project will be constructed on a BOT basis.

FLYOVER AND BRIDGES

4.7 The expansion of the road network and the growth in vehicular traffic in Delhi resulted ininstallation of traffic signals almost at every intersection within short distances. This has led toexcessive time and fuel consumption for all vehicular trips. To overcome this problem by providinguninterrupted movement of traffic, a special programme to construct flyovers was started in1998-99. During the 9th Five Year Plan, 11 flyovers/ ROB/Grade-Separators have been constructedin Delhi by various agencies (PWD, DDA,DTTDC & MCD). To cater to the growing needs ofsignal-free movement of traffic, there is a proposal to construct 45 flyovers and 27 bridges byPWD, DDA & DTTDC during the 10th Five Year Plan. MCD is also planning to take up 21 newprojects of ROB/RUB/Grade Separators on busy inter-sections or railway crossings during theTenth Five Year Plan.

5. INTERSTATE BUS TERMINALS (ISBT)

MPD- 2001 suggested five ISBTs for Delhi in 2001. With the development of two new ISBTs at Sarai KaleKhan and Anand Vihar and the existing ISBT at Kashmere Gate, three ISBTs are functioning at present.These three ISBTs cater to an average 1.54-lakh passengers and 3300 buses/trips per day. Two more ISBTsare proposed to be constructed during the 10th Five Year Plan at Dwarka and Narela. The ISBT at SaraiKale Khan is proposed to be improved with the construction of building and development of the complex.

6. RAIL NETWORK

6.1 Delhi is a major junction on the rail map of India linked with all the major metropolitan citiesdirectly. There are four main railway stations at New Delhi, Old Delhi, Hazrat Nizamuddin andSarai Rohila, besides Container Depots at Patparganj and Tuglakabad. There are 8 rail corridorsin the National Capital Territory, which bring in more than 350 passenger trains and 40 goodstrains every day.

MASS RAPID TRANSIT SYSTEM (MRTS)

6.2 The Mass Rapid Transit System (MRTS) is an ambitious project that aims at providing a non-polluting and efficient rail-based transport system, properly integrated with the road transportsystem. The first phase of the project, originally estimated to cost Rs. 4,860 crore (April 1996prices) was approved in September 1996. The project cost has been revised to Rs. 6251 crore atAugust, 1998 prices. The first phase of project is now estimated to cost Rs. 8155 crore. Of the


total cost, 56% is to be funded by JBIC, 30% is to be funded through equity support (15% eachto be contributed by Government of Delhi and Central Government), 8% is to be funded throughinterest free subordinate debt (4% each to be contributed by Government of Delhi and theCentral Government) and 6% is to be funded through property development. Government ofNCT of Delhi has already contributed Rs.666.40 crore as share capital upto January, 2002 andRs.202 crore as subordinate debt for land acquisition. The first phase envisaged the followingthree corridors:-


SN Particular Length (Km)

1 Delhi University - Central Sectt. ( Metro/Underground Corridor) 11

2 Shahdara- Barwala (Rail/surface/elevated Corridor) 28

3 Tri Nagar- Nangloi (Rail/surface/elevated/ Corridor) 13

Total 52

[See Map 12.3 also]

Map-12.3

DELHI MRTS PROJECT LOOCA TION MAP


Map-12.4

METRO ALIGNMENT


CHANGE IN CORRIDOR

6.3 The work on the first phase of project commenced on 2nd October 1998. Work on the Shahdara-Tis Hazari section (8.3 km) is in full swing and is scheduled to be completed by December 2002.The Entire Phase-I of the project is expected to be commissioned by 2005. There is a proposal tosubstitute the TriNagar- Nangloi corridor (13 km) by the Cannaught Place - Dwarka corridor(23.16 km) in phase-I of the MRTS. Thus phase-I network will have a length of 62.16 km as indicatedin Map 12.4.

6.4 The target dates of commissioning of different sections of Rail and Metro corridors to becommissioned in phase-I are as follows:-

Segment Name of the Section Target date of commissioningRail Corridor (RC)

RC Seg.1 Shahdara - Tis Hazari 31st December, 2002

RC Seg.2A Tis Hazari - Tri Nagar 30th September, 2003

RC Seg.2B Tri Nagar - Rithala 31st March, 2004

RC Seg.2C Rithala - Barwala 31st December, 2004

RC Seg.3 Tri Nagar - Nangloi Kept on hold

Metro Corridor (MC)

MC1A Vishwavidhyalaya - ISBT 31st December, 2004

MC1B ISBT - Central Secretariat 30th September, 2005

OVERALL PROGRESS AND EXPENDITURE INCURRED

6.5 25 major tenders valued at about Rs. 6,000 crore were awarded during the last year. Overallprogress of MRTS phase-I achieved till 31.12.2001 is 21.5%. Total expenditure incurred on theproject till 31.12.2001 is Rs. 1627.5 crore. The Draft Loan Agreement for the 3rd Tranche of JBICloan for 28659 Million Japanese Yen has been signed in December, 2001.

PHASE II OF MRTS

6.6 Phase I of Delhi MRTS is expected to be commissioned by 2005. It is proposed that in Phase-II a14 km long Barakhamba - Indraprastha- Dilshad Garden (via Anand Vihar) Corridor and aCentral Secretariat - Safdarjang - Vasant Kunj Corridor (18.5 km) ought to be taken up andcompleted during the period 2005-2010. The aggregate length of the MRTS Corridor in phase IIwould be 32.5 km at a cost of Rs.5,000 crore at current price level. (Map 12.5)


Map-12.5


INTEGRATION WITH OTHER MODES OF PUBLIC TRANSPORT

6.7 At present, the public transport system of Delhi is almost entirely road based. With the comingof MRTS, particularly in influence areas of MRTS corridors, the bus system should act as a feederso that both systems can complement each other. In other areas, the bus system will continueto be the primary mode of public transport. In this direction, DMRC has commissioned a studyto plan the feeder system to MRTS and restructuring of existing bus routes. M/s. RITES haverecently completed this study.

As different sections of MRTS Phase-I project are proposed to be commissioned on differentdates from the year 2002 to 2005, for feeder system and restructuring also phase planning hasbeen done. For implementation of these recommendations a task force of DMRC, DTC andGNCTD officials is working to review each route proposed for restructuring and for feederroutes. For integration, DMRC is providing bus bays at different stations. For park and ride trips,it is providing parking facility at various stations wherever feasible and required.

REGIONAL RAIL NETWORK

6.8 Development of urban transport infrastructure including MRTS in NCT of Delhi may not besufficient to cater to the needs of the people who commute from DMA and NCR towns to Delhifor work unless the road transport network is integrated with the rail network. Further, a dedicatedrail network is also required for daily commuters from NCR towns to Delhi. Accordingly it hasbeen decided to strengthen the Regional Rail Network in the NCR area with the constructionof the following new dedicated railway tracks:-

(a) Shahadara - Sahibabad - Ghaziabad Rail link -- 13.80 Kms

(b) Dayabasti - Bijwasan - Gurgaon Rail link. -- 26.00 Kms

(c) Sahibabad - Tilak Bridge - Minto Bridge Rail link. -- 19.20 Kms

6.9 Government of Delhi assigned the job of preparing the Detailed Feasibility Report (DFR) for theproject to RITES in August, 2001 at a cost of Rs.3.35 crores. DFR is likely to be prepared by July,2002. The estimated cost of the 3 corridors at present prices is Rs.3552 crore including IDC ofRs.272 crore. The funding pattern for the project is one third by Ministry of Urban Developmentand Poverty Alleviation, one third by Ministry of Railways and the remaining one third byparticipating states including GNCTD. The project is to be completed by 2005. GNCTD sharefor the project is Rs.538 crore including Rs.208 crore for land cost.

7. DELHI TRANSPORT CORPORATION :

7.1 DTC is responsible for providing efficient public transport services to the people of Delhi ataffordable prices. DTC was taken over by the Government of NCT of Delhi from the Governmentof India in August, 1996. As of December 2001, DTC has a fleet of 3524 buses. DTC has also


engaged 2685 buses of private operators under the Kilometer scheme. Fleet utilization hasincreased to 80.46% in 2001-02 as compared to 53.73% in 1995-96 and 54.76% in 2000-01. DTC'sfleet constitutes 8.5% of the total buses in Delhi and buses under DTC control (including theKilometer scheme) account for 15 % of the total buses registered in Delhi during 2000-01.

7.2 In an effort to augment the existing fleet by providing non-polluting buses, DTC has alreadypurchased 2100 CNG buses up to February, 2002 and proposes to add 1204 new buses including500 urban buses during the 10th Five Year Plan besides the conversion of existing fleet into CNGmode. Bus Queue Shelters are being modernized and DTC is also planning to introduce aSmart Card System to improve its fare collection.

8. ELECTRIC TROLLEY BUSES/ HIGH CAPACITY BUS SYSTEMS :

As an alternative mode of eco-friendly comfortable and safe bus transport system, efforts are beingmade to introduce Electric Trolley Buses/High Capacity Bus system in Delhi during the 10th Five YearPlan. The total project cost is estimated Rs.201.71 crore for 4 corridors covering a length of 83.5 km byETB.

9. INTEGRATED FREIGHT COMPLEXES

MPD- 2001 envisaged the construction of 4 integrated freight complexes in Delhi at Madanpur Khadar(NH-2), Patparganj (NH-24), G.T. Road (NH-1) and Bhartal (NH-8). These 4 integrated freight complexeswill consist of wholesale markets, warehousing, road (truck) and rail transport terminals so as tocurtail the movement of heavy vehicles within the urban area. The freight complexes are conceivedto shift wholesale trade, decongest the walled city and also cater to regional goods traffic flowingthrough Delhi. DDA is the implementing agency for these freight complexes.

10. TRAVEL DEMAND BY 2021

Based on the existing situation and trends, the transport scenario for 2021 appears to be quite alarming.The various indicators for assessment of travel demand are shown as under :-

Population 9.4 Million in 199122 Million in 2021

Vehicles 1.8 Million in 1991Over 8 Million in 2021

Per Capita Trip Rate (Mechanical Modes) 0.79 in 1993 1.2 in 2021Average Trip Length (Km) Car 11.28 in 1993 & 17.74 in 2021

Bus 10.66 in 1993 & 14.58 in 2021

(Source : DUEIIP-2021)


11. DELHI UNIFIED METROPOLITAN TRANSPORT AUTHORITY (DUMTA)

11.1 There is a multiplicity of authorities handling different functions of the urban transport systemwith a resultant lack of coordination. The Delhi Urban Environment & Infrastructure ImprovementProject-2021 recommended the setting up of a Delhi Unified Metropolitan Transport Authorityas under:

11.2 The functions of the authority (DUMTA) would be as under:

Preparation of transport system Plan for NCTD

Preparation of transport system management plans for critical areas

Resource mobilisation

Approval of corporate plans and transport service plans by other agencies

Facilitation of private enterprise and private resources for development

Formulation of integrated fare policy

Co-ordination of provision of transport facilities and services

Protection of interest of users

Monitoring the quality and standards

Design and maintenance of Delhi Transport Information System

Prescribing norms and standards for facilities and services


12 ROAD SAFETY

12.1 Safety is a major component of traffic management. The phenomenal increase in the numberof motor vehicles in the city coupled with limited road space, inadequate facilities for pedestriansand cyclists, irresponsible driving and violation of traffic rules has resulted in a significant numberof road accidents. Though the number of accidents has shown a decreasing trend in the lastthree years due to continuing efforts of all concerned agencies, there is a need and room forvast improvement in traffic regulations and management.

12.2 The total number of accidents in 1998 and 1999 was 10217 and 9909 respectively. Details ofaccidents reveals that pedestrians, cyclists and two wheeler riders are the major victimsaccounting for 55%, 10% and 24% of total casualties in 1999. The fatality mostly occurred amongpedestrians (1025) followed by two wheeler riders (431). One of the most vulnerable groups isschool children. For this, the idea of dropping and picking them up at boarding and alightingpoints (of bus, van, auto-rickshaws etc) is quite deep rooted in most of parents and many ofthem use their own vehicle for this activity adding to congestion and confusion. The major killerroads identified for total accidents occurrence in 1999 include Ring Road, Outer Ring Road,NajafgarhRoad, Mathura Road, and Rohtak Road. Moreover, in the absence of adequatemanpower and infrastructure facilities and procedural delay, accident handling is quite inefficientin terms of hospitalisation of the victim, traffic hold-ups and related pollution effects etc.

13. PARKING

Increasing parking demand together with limited parking supply and the absence of a parkingpolicy is an impediment to the smooth flow of traffic, especially in and around major commercialareas/activity centers. With the basic objective of reducing the parking demand (especially forpersonalised vehicles), parking pricing is a major tool for environmental improvement. Moreover,provision of 'Park and Ride' facilities, additional parking supply in critical areas with optimal privatesector participation, employers' participation in transport demand management, and stringent controlsin zoned areas are key policy issues.

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