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To ensure that the Gurgaon - Manesar Urban Complexwill have world class sustainable and efficient transportthat will meet the needs of the ambitious economicdevelopments proposed in the area

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Table of Contents

1 INTRODUCTION........................................................................................................... 1

1.1 Background ............................................................................................................. 1

1.2 Study Area .............................................................................................................. 3

1.3 Demographics........................................................................................................... 3

1.4 Economic Structure and Growth Drivers ........................................................................... 5

1.4.1 Growth of Manesar ................................................................................................. 51.4.2 Growth Drivers ..................................................................................................... 6

1.5 Objective of the Integrated Mobility Plan ......................................................................... 7

1.6 Objective and Scope of the Study................................................................................... 7

1.7 Organization of the Report........................................................................................... 9

2 PRESENT TRAFFIC CHARACTERISTICS ............................................................................. 10

2.1 Introduction............................................................................................................10

2.2 Trip Characteristics...................................................................................................11

2.3 Through Traffic........................................................................................................12

2.4 Truck Movement ...................................................................................................... 12

2.5 Junctions ............................................................................................................... 13

2.6 Non- motorised Transport Facilities ...............................................................................14

2.6.1 Footpath ............................................................................................................ 152.6.2 Pedestrian Crossing Facilities .................................................................................... 162.6.3 Slow Moving Traffic ................................................................................................16

2.7 Parking Facilities......................................................................................................16

2.8 Journey Speed and Delay ........................................................................................... 17

2.9 City Bus Transport ...................................................................................................17

2.10 IPT Transport.........................................................................................................18

2.11 Bus Terminal ......................................................................................................... 18

2.12 Traffic Safety ........................................................................................................ 19

2.13 Connectivity with New Delhi ...................................................................................... 20

2.14 Connectivity between Gurgaon and Manesar ................................................................... 22

2.15 Other Traffic Related Issues ....................................................................................... 22

3. SHORT- TERM TRAFFIC MANAGEMENT MEASURES.............................................................. 23

3.1 Introduction............................................................................................................23

3.2 Intersection Redesign ................................................................................................233.3 Road Improvements ..................................................................................................43

3.4 Footpath cum Drain ..................................................................................................44

3.5 Safe Pedestrian Crossing Facilities ................................................................................46

3.6 Bicycle Lanes .......................................................................................................... 47

3.7 On- Street Parking Management....................................................................................49

3 8 Off- street Parking Facilities 52

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4 FORECAST TRAFFIC SCENARIO ............................................................................. 58

4.1 Introduction............................................................................................................584.2 Development Plan Outline...........................................................................................58

4.3 Development Plan- 2021: Population Projections ............................................................... 59

4.4 Development Scenarios Considered................................................................................59

4.5 Major Employment Centers..........................................................................................59

4.6 Population and Employment Projection for Horizon Years .................................................... 59

4.6.1 Aggressive Scenario ...............................................................................................604.6.2 Moderate Scenario ................................................................................................61

4.7 Base Year Model Development......................................................................................63

4.7.1 Model Structure.................................................................................................... 644.7.2 Study Area Zoning ..................................................................................................664.7.3 Network Development ............................................................................................. 674.7.4 Base Year Travel (2008) Pattern ................................................................................. 704.7.5 Assignment and Observed O-D Validation ...................................................................... 714.7.6 Calibration...........................................................................................................744.8 Projections under Do- Minimum .................................................................................774.8.1 Projections- Moderate Scenario...............................................................................774.8.2 Projections- Aggregate Scenario .............................................................................. 80

5. TRANSPORT STRATEGY.............................................................................................. 82

5.1 Growth Directions.....................................................................................................82

5.2 Challenges in Urban Transport......................................................................................85

5.3 Development Plan Transport Proposals ...........................................................................86

5.4 National Urban Transport Policy Framework ..................................................................... 87

5.5 Vision ...................................................................................................................89

5.6 Mobility Plan Approach...............................................................................................89

5.7 Evolution of the Network Strategy .................................................................................91

5.8 Evaluation of the Strategies.........................................................................................945.9 Goals/Performance Indicators for the Mobility Plan ............................................................97

6. MOBILITY PLAN ELEMENTS ......................................................................................... 99

6.1 General ................................................................................................................. 99

6.2 Designated Mobility Corridors.......................................................................................99

6.3 Non Motorized Transport Plan .................................................................................... 101

6.4 Road Development.................................................................................................. 103

6.5 Grade Separated Junctions........................................................................................ 104

6.6 Mass Transport Strategy under Moderate Scenario .......................................................... 106

6.6.1 Projections- Do Nothing Scenario ............................................................................. 1076.6.2 Introduction of Public Transport system in the city ....................................................... 1086.6.3 Selection Criteria for Mass Transit System .................................................................. 110

6.7 Mass Transport Strategy under Aggregate Scenario ......................................................... 116

6.9 Passenger and Commercial Terminal Plan ...................................................................... 117

6 10 Non Transport Measures 120

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List of Figures

Figure 1.1 Study area..........................................................................................4

Figure 1.2 Future Growth Directions of GMUC ............................................................6

Figure 2.1 Trend in Accident Growth in Gurgaon ....................................................... 20

Figure 2.2 DMRC Master Plan (2021) for Gurgaon in Phase III ........................................ 21

Figure 3.1 Proposed Improvements to IFFCO Chowk ................................................... 26

Figure 3.2 Proposed Improvements to Matha Mandir Junction........................................ 28

Figure 3.3 Proposed Improvements to Prakashpuri Chowk ............................................ 30Figure 3.4 Proposed Improvements to Fountain Chowk................................................ 32

Figure 3.5 Proposed Improvements to Bhagat Singh Chowk........................................... 34

Figure 3.6 Proposed Improvements to Manesar Chowk ................................................ 36

Figure 3.7 Proposed Improvements to Basai Chowk .................................................... 38

Figure 3.8 Proposed Improvements to Rajiv Gandhi Chowk........................................... 40

Fig 3.9: Proposed Improvements to Sethi Chowk ....................................................... 42

Figure 3.10 Roads Proposed for Improvements ......................................................... 44

Figure 3.11 Roads Proposed for construction/improvement of footpath........................... 45

Figure 3.12 Locations Proposed for Safe Pedestrian Crossing Facilities............................. 47

Figure 3.13 Roads Proposed for Cycle paths ............................................................. 48

Figure 3.14 Roads proposed for On-street Parking Management ..................................... 51

Figure 3.15. Bus stop locations proposed with bus shelters........................................... 53

Figure 3.16. Bus Routing from the Bus stand ............................................................ 54

Figure 3.17. Traffic Mangement Proposal at Market Area ............................................ 55

Figure 4.1 Methodology for Travel Demand Modelling ................................................. 64Figure.4.2 Study Area Zoning Map......................................................................... 68

Figure.4.3 Base Year Study Area Road Network......................................................... 69

Figure.4.4 Transit Network in the Study Area........................................................... 70

Figure 4.5.Base Year Flow/Capacity Diagram for peak hour traffic ................................. 74

Figure 5.1 Existing Spatial Growth of Gurgaon ......................................................... 83

Figure 5.2 Future Growth Directions of GMUC .......................................................... 85

Figure 5.3 Development Plan (2021) Road Network and Major Transport Proposals .............. 87

Figure 5.5 Development of Strategy under Moderate Scenario ..................................... 92

Figure 5.6 Development of Strategy under Agressive Scenario: Option 1......................... 93

Figure 6.1 Proposed Mobility Corridors ..................................................................101

Figure 6.2 Foot Path Plan..................................................................................102

Figure 6.3: Cycle master plan layout ....................................................................103

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List of Tables

Table 1.1: Past Trend Population in Gurgaon Manesar Urban Complex............................................ 3Table 2.1: Summary of HHI Survey Results ............................................................................11Table 2.2 Percentage of Trips Originating and Destining between Sectors ......................................12Table 2.3 Trucks entering and exiting from Major Industries in Gurgaon ........................................13Table 2.4 Peak hour traffic details of the junctions .................................................................14Table 2.5 Peak Pedestrian Count along the roads....................................................................15Table 2.6 Accident Statistics ............................................................................................19Table 3.1 Block Cost Estimated for short- term Traffic measures.................................................57Table 4.1: Projected Population and Employment under Aggressive Scenario ................................60Table 4.2: Population growth and workforce Participation ratio within GMUC under Aggressive scenario...............................................................................................................................61Table 4.3: Projected Population and Employment under Moderate Scenario .................................62Table 4.4 Population growth and workforce Participation ratio within GMUC under Moderate Scenario (%)...............................................................................................................................63Table 4.5 Study area Zoning (Including Delhi zones) ................................................................67Table 4.6 Summary of Estimated Base Year (2008) (Delhi Gurgaon) Peak hour Travel Demand ............71Table 4.7. The Base year peak hour travel demand in Gurgaon ...................................................71Table 4.8A: Results of Observed OD Validation on Screen lines ...................................................72Table 4.8B: Base Year Observed OD Validation on Outer Cordon Locations.....................................72

Table 4.9 Trip Characteristics: Do Nothing- 2008 ....................................................................73Table 4.10 Base Year (2008) Transport Characteristics on Major roads ..........................................74Table 4.11: Population and Employment - 2008......................................................................75Table 4.12: Calibrated Mode Choice Parameters ....................................................................76Table 4.13: Travel Characteristics under Do nothing Scenario- 2011 .............................................77Table 4.14: Travel Characteristics under Do nothing Scenario- 2021 .............................................78Table 4.15: Travel Characteristics under Do nothing Scenario- 2031 .............................................79Table 4.16: Travel Characteristics under Do nothing Scenario for Aggressive Scenario......................80Table 5.1 Proposed SEZs in and Around GMUC........................................................................84Table 5.2 Model Results under Moderate Scenario .................................................................95

Table 5.3 Model Results for Aggressive Scenario' Option 1 ........................................................96Table 5.4 Model Results for Aggressive Scenario' Option 2 ........................................................97Table 5.5 Performance Indices developed.............................................................................98Table 6.1 Suggested Facility and Phasing for Grade separators ................................................. 105Table 6.2: Congestion levels Do-nothing scenario for horizon years ........................................... 107Table 6.3 Widening schedule of Major roads under Do- nothing Scenario...................................... 107Table 6.4 Trip Characteristics (2008) With Bus transport plan................................................... 110Table 6.5: Comparisons of different types of Transit Systems ................................................... 110Table 6.6: PPHPD on major corridors- 2011......................................................................... 112Table 6.7: Identified BRT Corridors- 2011 ........................................................................... 112

Table 6.9: PPHPD on major corridors- 2021......................................................................... 114Table 6.10: Various Types of corridors Identified for Systems .................................................. 114Table 6.11: Travel Characteristics 2021 ............................................................................. 115Table 7.2 Phasing of Mobility Plan Investment ..................................................................... 122Table 7.1 Break- up of Block Cost Estimates........................................................................ 123

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List of Annexure

Annexure 2.1: Primary Survey FindingsAnnexure 4.1: GMUC Development Plan- 2021 Outline

Annexure 4.2: List of SEZs approved for Gurgaon District

Annexure 4.3: Population and Employment Projection of the SEZs influencing GMUC

Annexure 4.4: Zone- wise Population and Employment Projection GMUC

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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex Draft Report

1 Introduction

1.1 Background

The Gurgaon- Manesar Urban complex, which is known for automobile industries,

modern commercial malls, towers of Cyber parks and software development, issituated along National Highway No. 8, at a distance of 4 Kms from the Indira Gandhi

International Airport and is well connected with all major destinations in the world

through airways. The name of the town emerged on the world map in 1972, when

Maruti Industry was set up in Gurgaon with the collaboration of Suzuki Company of

Japan.

The availability of airways, railways, highways, international embassies and world

famous medical and educational institutions in its close proximity to the National

Capital have attracted a number of international companies such as Hero Honda

Motor, Honda Motors Ltd., Denso etc. in automobile sector and Microsoft, IBM, Nokia,

Canon, Dupont, Sapient, British Airways, American Express, ABN Amro Bank, Alcatel,

Nestle, Convergys, Hewitt, Vertex, Fidelity Investment, E- Value, Kenie World India,

Becton Dickinson India Pvt. Ltd., in software development sector; etc in setting up

business in Gurgaon. In order to meet the demand of foreign investors and also to set

up high- tech non-polluting industrial units, the Haryana Govt. initially with the

collaboration of Japanese entrepreneurs started setting up an Industrial Model

Township at Manesar in 1992 through Haryana State Industrial Development

Corporation. This corporation has developed about 700 hectors of land at Manesar and

now the developed land is being made available to all entrepreneurs.

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New Delhi has witnessed a tremendous growth since the period of independence,

doubling its population. This unprecedented growth of Delhi has made Delhi to reach

a population of 138 lakhs in 2001, which is much higher than the planned capacity of

Delhi. This has resulted in

enormous congestion on the roads

in Delhi and therefore has flushed

out the population to the National

Capital Region (NCR) on theoutskirts of Delhi. The implication

of this is the rapid growth of

cities in the NCR like Gurgaon,

Noida, Greater Noida, Ghaziabad

and Faridabad.

Gurgaon, the sixth largest city in

the State of Haryana, has the

unparalleled advantage of being

located at a distance of only

30kms from New Delhi and issituated very close to the

domestic and international airports. Further, the proactive approach of the Govt. has

facilitated involvement of private sector for the development of the area, which has

resulted in high quality commercial offices and habitation of international class.

Gurgaon has emerged as a preferred investment destination for both IT and ITS/BPO

companies. Since there is scarcity of land in the existing Gurgaon Development plan,

the Govt. of Haryana has now added Manesar also as a new area for development.

Inspired by the Chandigarh town-planning model, the new Gurgaon-Manesar Urban

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1.2 Study Area

Gurgaon started as a Notified Area Committee for the Hidayatpur Chhaoni Estate in

1899-1900. It was a Class II Municipal Committee in 1950 that was set up for Gurgaon

and in 1969, it was transformed into the Class I Municipal Committee. Gurgaon has

recently attained (2008) the status of a Municipal Corporation. Gurgaon- Manesar

Urban Complex extends to an area of 370.69 sq. km comprising of Gurgaon

Corporation, Haryana Urban Development Authority area and Haryana State Industrialand Infrastructural Development Corporation area in Manesar. The study area is

presented in Figure 1.1.

1.3 Demographics

The population growth rate in the urban complex recorded a natural growth until

1991. Since 1991, public sector and licensed colonizers in private sector are the thrust

for achieving planned development and high population growth rates in the GMUC. The

past population growth observed in GMUC is presented in Table 1.1. The estimated

population for 2008, based on secondary sources for GMUC is about 16 lakh, which is

double than the Govt. records.

Table 1.1: Past Trend Population in Gurgaon Manesar Urban Complex

Year GMUC Area Decadal Growth ((%)

1981 100,877 -

1991 135,884 34.70

2001 416,681 206.64

2008* 1,664,600 -

(Source: Census,Note *_ Estimated based on domestic connections of Haryana electricity departmentmultiplied with average households of the area).

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Figure 1.1 Study area

As per the Development Plan 2021, prepared by the Haryana Urban Development

Authority, the Gurgaon-Manesar Urban complex 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.

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1.4 Economic Structure and Growth Drivers

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. 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:

i. Engineering and Automobile

ii. Chemicals and Pharmaceuticals

iii. Plastic and Rubber

iv. Leather and Leather Products

v. Textile and handloom

vi. Readymade garments

vii. Food Processing and Agro based

viii. Electrical, Electronics and telecommunication

ix. Information Technology & BPO Industry

1.4.1 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 city and the industrial base in Manesar, the entire district is

expected to gain an upper hand over Noida in the NCR. Managed by Haryana State

Industrial and Infrastructural Development Corporation (HSIIDC), the industral 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

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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.

1.4.2 Growth Drivers

Haryana Govt. 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 employment

by 2011 and the RHSEZ about 23 lakh employment.

The future growth directions are presented in Figure 1.2.

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1.5 Objective of the Integrated Mobility Plan

Given the growing level of Gurgaon- Manesar Urban Complex, a comprehensive study is

required to integrate all/some of the ongoing/proposed land use and transport

infrastructure proposals towards a strategic direction. This exercise is being

undertaken as per the National Urban Transport Policy, Ministry of Urban Development

guidelines, which mandate the city to prepare an overall transportation/mobility plan

which is integrated with the land use plan and that spells out the projected mobility

needs of the city as also the manner in which such mobility needs are proposed to be

met.

The focus of the study is to establish the existing transportation scenario, as well as to

project passenger and freight mobility requirements for the future, keeping in view

the attributes like population, employment, business, commerce, industry, growth of

the city, upcoming SEZ and other developments proposed in the Development Plan

prepared for Gurgaon- Manesar Urban complex by the Department of Town and

Country Planning, Govt. of Haryana.

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. 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.

1.6 Objective and Scope of the Study

The objectives of the Study are: To develop transportation vision for the Gurgaon- Manesar urban complex with

specific transportation goals and objectives.

To evaluate the current travel demand characteristics.

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To evaluate the existing proposals based on a set of criteria aligned with the

citys long-range transportation goals and objectives.

To develop a transportation mobility plan that would address integration of

land use and transportation, integration of modes, pedestrian facilities, non-

motorized facilities, parking facilities, development of public mass transit

system for the city etc. The purpose of the plan will be to achieve the goals

and objectives of the transportation vision for the city.

Prepare preliminary cost estimates for all proposals identified in the mobility

plan.

Scope of the present study is summarised as follows:

A brief description of the current traffic and transport situation

Likely growth in the next 20 years, with potential new areas for development

A layout of the mass transport/public transport system that should be put in

place

A listing of the public transit stations and terminals required

A listing of associated and stand alone parking complexes to be taken up

Recommendations with regard to movement of freight and location of truck

terminals

Recommendations with regard to the management of the public transport

system and the para -transit system

Recommendations with regard to the co-ordination of the transport systems for

the city

Recommendations with regard to new areas that can be taken up for

development to accommodate population and suggestions for proper

connectivity with these areas

Recommendations with regard to shifting of old facilities and utilities as may

be required

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Recommendations with regard to footpaths and movement of cycles / cycle-

rickshaws

Recommendations with regard to improvements in para-transit

Recommendations with regard to the development of suburbs and better

connectivity with the existing and potential new suburbs

An overall mobility vision for the city containing any other items not

specifically mentioned above but that may emerge as essential after due study.

1.7 Organization of the Report

This Draft Report of the study is organized in seven sections including this introductory

section. Other sections contain the following:

The present traffic characteristics of the study area are presented analysed in Section

II. The proposed short-term improvement proposals are detailed in Section III. Thetransport demand model development, demographic projection and land use

strategies, forecast under do- minimum scenario are described in Section IV. The

transport strategies, evaluation and results are presented in Section V. The elements

of the integrated mobility plan are detailed in Section VI. The block cost estimated

and the proposed institutional framework is presented in Section VII.

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2 Present Traffic Characteristics

2.1 Introduction

The data collected through secondary and primary surveys have been analysed to

assess the present traffic and transportation scenario in the study area and to identifythe deficiency is in the present system. The data and findings of various surveys are

described in the following sections. Detailed data analysis is presented in Annexure

2.1.

Apart from the crucial house hold interview surveys, 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 surveys7. 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.Topo surveys

Secondary data required for the study has been collected from various sources

primarily from the Government/planning organizations of the study area The

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Ward and sector map of the study area

Sector-wise employment distribution for present and 2021,

Vehicle registration details for Gurgaon for past 5 years,

Accident data for past five years.

Details of on-going and planned projects for the study area and relevant

reports prepared for the improvement of traffic and transport problems of the

study area,

Details of proposed SEZs in the study area,

DMRC proposals, DLF metro, etc

In addition to these details, information like the bus routes, both city and interstate,

with daily trips, fare, share auto routes and fare, current fuel price in Gurgaon, etc

have also been collected through field surveys.

2.2 Trip CharacteristicsThe house hold interviews conducted in the selected 3000 house holds (residents) of

the 126 sectors of GMUC area, including the existing villages surrounding the city. The

samples were collected from the designated traffic analysis zones in the study area

using random sampling technique. The samples cover all types of income groups

including LIGs. The survey revealed that average household size is 3.81 for the entire

area. The average trip rate of residents of GMUC (all modes) is found to be 1.19 and

the average trip length is 7.1 Km. The summary of survey findings are given in Table

2.1.

Table 2.1: Summary of HHI Survey Results

Item Results

Average House Hold size 3.81

Average Household Income (Rs.) 11,000

Average Trip length by all modes 7.1

Per Capita Trip Rate (All modes) 1.19

Per Capita Trip Rate (Motorised) 0.86

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Item Results

Two wheeler 30

Car 21

Bus (inter city & local mini bus) 7

Auto Rickshaw & Share auto 9

2.3 Through Traffic

The trip characteristics of vehicles crossing the outer cordon points is analysed from

the outer cordon Origin- destination and count surveys. It is found that more than

70% of commercial vehicle trips and about 50% of passenger trips are bound between

places beyond GMUC. The location- wise trips are presented in Table 2.2. It is seen

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

These demands for ring roads/bypasses connecting all major corridors outside Gurgaonto segregate through traffic bound between places outside Gurgaon from traffic bound

to Gurgaon.

Table 2.2 Percentage of Trips Originating and Destining between Sectors

Commercial Vehicles (%) Passenger Vehicles (%)LocationE-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 100Old Gurgaon Road 91 9 100 65 35 100

Average 77 23 100 55 45 100(E to E = Trips bound between External and External places of GMUC and I- E = Trips bound betweenInternal & External areas of GMUC and Vice Versa)

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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. Even

with such demands, truck terminal are not available in Gurgaon. During the day,

these vehicles are parking along the roads near industries, which create traffic

problems on these roads. Also the mobility issues of these trucks/trailers also a

concern in Gurgaon.

Table 2.3 Trucks entering and exiting from Major Industries in Gurgaon

Industry Name Truck Entry and Exit/DayMaruti Udyog 360

Hero Honda 120

Honda 50

Ranbaxy 20

Oriant 30

Purolutor 30Cabril 50

Sunoem Auto Ltd. 60

Tilda Rice Land 70

OM Logistics Ltd. 90

Total 880(Source: Secondary data)

2.5 Junctions

Turning movements are high at many junctions, especially those along the expressway

(below the expressway). The junction turning count conducted at 11 junctions in the

study area identified that IFFCO Chowk, Rajeev Gandhi Chowk, Sukrali Chowk, Shankar

Chowk and NH8 Manesar Industrial estate Chowk have peak hour traffic higher than

10,000 PCU.

A View of Sethi Chowk A View of Rajiv Gandhi Chowk

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As per IRC 91- 1981, a junction with traffic above 10,000 PCU/hour requires grade

separation as a medium term traffic management measure. Among these junctions,

IFFCO Chowk, Rajeev Gandhi Chowk and Shankar Chowk are located under the

elevated NH8 expressway; hence grade separation in the form of under passes is only

possible. IFFCO Chowk is the only signallised junction, but is operating without

pedestrian phase though pedestrian movement is very high during peak hours. Except

Lt. Atul Kataria Chowk, all junctions lack foot path. All these junctions lack markings

and signage and safe pedestrian crossing facility. The peak hour traffic details of the

junctions are summarized in Table 2.4.

Table 2.4 Peak hour traffic details of the junctions

Peak Hour Traffic

Sl. No. Junction NamePeak Hour

Nos.PCU

1 IFFCO Chowk19.15-20.15 12637 13829

2 Lt Atul Katariya Chowk

19.00-20.00 8627 11018

3 Fountain Chowk19.30-20.30 5810 7133

4 Rajeev Gandhi Chowk9.00-10.00 8472 11592

5 Sukhrali Chowk18.45-19.45 9284 11645

6 Saint Baba Prakash Puri Chowk17.45- 18.45

30473733

7 Bhaktavar Singh Chowk

10.15-11.15 4673 5319

8 Sheetla Mata Marg Chowk19.30-20.30 4741 4954

9 Basai Chowk18.45-19.45 3986 4806

10 Shankar Chowk18.30-19.30 10074 10069

11 Sikanderpur Chowk18.00- 19.00

74567933

12NH8 Manesar Industrial estate

Chowk17.45-18.45 7488 13977*

(Note: *- High difference between PCU and no. of vehicles, when compared with other locations in India,

is due to higher share of commercial vehicles)

All these junctions require traffic management measures for short-term and for

medium term.

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2.6.1 Footpath

Road inventory surveys revealed that 23% of the major roads in Gurgaon are with

footpath. However, these footpaths are encroached by hawkers and vendors or with

obstructions like transformers and trees. Also the foot path, not continuous on many

roads. Pedestrians are forced to walk on the carriageway in many locations. We could

conclude that the roads with useable footpaths is significantly comes down than the

23% observed.

Bus stand road, Sadar Bazaar road, Vishwakarma road and MG road are the locations

with high pedestrian movement. 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 2.5. The survey has been carried out on a working day; the numbers will bemuch higher on weekends, especially on MG road and Vishwakarma road.

Table 2.5 Peak Pedestrian Count along the roads

Sl. No. Location Peak Hour Peak Volume

1Sadar Bazaar Road (nearFountain 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

4MG Road (B/w Faridabad &Nathupur Road)

8.00-9.00 1089

Pedestrian walking on Old Gurgaon Road thoughfootpath is present

Condition of Footpath Cum drain on Old Gurgaon Road

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Sl. No. Location Peak Hour Peak Volume

8 Vishwakarma Road 18.45-19.45 1120

9 Khandsa Road 18.45-19.45 961

2.6.2 Pedestrian Crossing Facilities

Limited pedestrian crossing facilities are available in Gurgaon. Grade separated

pedestrian crossing (FoB) is available only on

Sheetla Matha Mandir Marg. There are many

locations with heavy pedestrian crossing and

without any safe facility. They include major roads,

major junctions like IFFCO Chowk, Fountain Chowk,

Rajeev Gandhi Chowk, Sethi Chowk, Shankar

Chowk, Vishwakarma Chowk, Sukhrali Chowk, etc.

Also safe crossing facilities are absent near busstand, market, educational institutions, hospitals, etc. Some of these critical

locations need grade separated pedestrian facility. Also pedestrian crossing across NH8

expressway is found very difficult and dangerous due to absence of any safe crossing

facilities.

2.6.3 Slow Moving TrafficSlow moving traffic is also found significant on the

roads in Gurgaon, especially in the old town area.

The share of slow moving vehicles (SMVs) on roads

in Gurgaon (cycles, cycle rickshaws & carts) varies

between 5% and 20% during peak hours. But no

separate lanes are available for SMVs on any road in

Gurgaon. This forces slow moving vehicles to share

the main stream and lead to unsafe traffic

conditions.

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interfering with the flow of traffic. On MG road, the service roads are fully occupied

by parked vehicles due to inadequate off- street parking facilities associated with the

offices and malls.

From the survey it is understood 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 11,000vehicles are observed parking on various locations

in Gurgaon in a normal working day. LCV parking

is observed on Railway station road. Maximum parking is observed on MG road (about

3600 vehicles in a day).

Gurgaon ULB proposes to set up multi-level parking lots at three main city areas.

Multi-level parking lots are planned near the mini Secretariat, the Sector-29

commercial complex and on Kaman Sarai on Sohna road. HUDA also proposes seven

multi-level parking facilities in Gurgaon before the 2010 Commonwealth Games. These

would be built in sectors 10, 29, 43, 47, 48, 52 and the City Centre.

2.8 Journey Speed and Delay

Following observations could be made from the speed and delay survey conducted

along major corridors in the study area.

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 and bad road condition.

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schedules/trips made by these buses, including the buses plying in the State, makes a

total of about 600 trips per day.

About 100 private mini buses are being operated from Gurgaon bus stand to various

towns/villages in the vicinity such as Nagafghad, Bahadurpura, Maruti Udyog, IMT

Manesar, Pataudi, etc. These buses are making two to three trips daily to these

destinations.

A very good initiative taken recently by Government of Haryana is about 20 CNG

operated buses for intra city movement and on Delhi Gurgaon route. The number will

go upto 40 buses by the end of this year. These buses are operated from the Gurgaon

bus stand, and plying between 6 am and 10 pm.

2.10 IPT Transport

Intermediate Public Transport (IPT) is very predominant in Gurgaon as Gurgaon doesnot have organized city bus transport. As of 2007, there are about 8000 auto

rickshaws run through the roads of Gurgaon. This includes about 1000 share autos also.

Share autos currently serve as the public

transport mode of Gurgaon. They operate

from various places in the city, such as Bus

stand, IFFCO Chowk, Fountain Chowk, Railway

station, etc. Though they are large in number

and serve the public transport need at

present, they are not organized or have

designated locations for parking and stops.

2.11 Bus Terminal

The interstate and local mini buses are operated from the bus terminal located near

Fountain Chowk. The following problems are observed in the bus stand operation:

Th il bl i li i d

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The entrance and exit is very narrow and the approach roads congested.

No parking space present for two wheelers, cars, auto rickshaws, which are

found, parking around Fountain Chowk.

The intercity, interstate and mini bus services are operated from the city currently.

The bus terminal is located in the heart of the city, which need to be relocated to city

fringes in the future.

2.12 Traffic Safety

Traffic accidents on roads in major urban areas have become a matter of great

concern to all. From the figures available with the traffic Police, Fatal accidents form

about half of the total accidents recorded. Accident statistics recorded for the past

five years is presented in Table 2.6. During this period, the number of accidents is

increased at the rate of 6% per annum. The trend in accident growth is presented in

Figure 2.1. A drop in the number of fatal accidents is observed during 2007 than the

previous year. As per traffic police, junctions such as IFFCO Chowk, Sukhrali Chowk,

Rajeev Chowk, Manesar Chowk, etc are the accident prone locations in Gurgaon.

Table 2.6 Accident Statistics

Sl. No. Year Fatal Injury & others

1 2003 261 204

2 2004 278 221

3 2005 314 250

4 2006 362 268

5 2007 298 305

6 2008 (Till May) 175 155(Source: Traffic Police, Gurgaon)

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Figure 2.1 Trend in Accident Growth in Gurgaon

2.13 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 at 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 on NH8, NG road and Old Gurgaon road respectively. This is only bound

to increase in the future.

Initiatives to meet this demand

Delhi Metro Extension to Gurgaon: Plans to extend the Delhi Metro from Ambedkar

Colony in New Delhi to Sushkant 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 expected to be fully functional by the year 2010. Gurgaon

will have stations at Garden Estate, Sikanderpur, DT City Center, IFFCO Chowk and

Sushkant Lok.

DMRC in the revised master plan- 2021, has proposed a metro link connecting the

150

200

250

300

350

400

2003 2004 2005 2006 2007

Year

no.ofAccidents

Fatal Accidents Injury Accidents

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New Road Proposals between Delhi and Gurgaon: The development plan- 2021

proposes a number of new roads to improve the mobility between Delhi and Gurgaon-

Manesar Urban complex (refer Figure 5.3).

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2.14 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.

As mentioned above, the expressway carries heavy traffic, new ways of connecting

Gurgaon and Manesar need to be proposed. Currently, mini buses are operating

between Gurgaon and Manesar to meet the public transport need of the people. Thetruck traffic bound from/to various places also uses these roads to access Manesar.

2.15 Other Traffic Related Issues

There are a number of issues to be addressed in the mobility plan.

Road condition: Many roads, especially in the South City, Sushant Lok, DLF City Phase

I, are in bad condition. Also road stretches like Pataudi road, Basai road, Railway

station road, Palam Vihar road; Old Gurgaon road, Vishwakarma road, etc are not in

riding condition.

Water Logging: Drainage facility is not present on many roads in Gurgaon, which is

leading to water logging on the road. Proper drainage facilities are absent on road

stretches of Old Gurgaon road, Railway road, Basai road, Faridabad road, Vishwakarma

road, Basai road, Pataudi road, etc.

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3. Short- Term Traffic

Management Measures

3.1 Introduction

With a view to improve the traffic situation without extensive investments andmanage with the infrastructure facilities in the short time frame, based on the

analysis of the data and reconnaissance, the recommendations are made in the

following aspects that would not involve land acquisition, or be limited to the

bare minimum.

Intersection redesign

Footpath cum drains

Pedestrian crossing facilities

Parking Management

Public Transport Plan

Bicycle lanes

Existing Market

Regulation of Auto rickshaw

Railway station ingress/egress regulation

Cycle rickshaw regulation

Enforcement

The proposals made in these areas are presented below.

3.2 Intersection Redesign

Road intersections present safety problems as accident rates are usually higher at

intersections than at other sections of the road. Many factors affect accident

occurrence at intersections, including traffic volume, traffic control, and

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Topo survey was done on the major junctions to assess the present features on the

junctions. Topo surveys were carried out for the following junctions.

1. Matha Mandir Junction

2. Fountain Chowk

3. IFFCO Chowk

4. Sethi Chowk

5. Prakash Puri

6. Bhagat Singh Junction

7. Basai Junction

8. Rajiv Gandhi Chowk

9. Manesar Chowk

It was observed that the junctions lack proper traffic management measures. So,

in general, the following improvements were suggested at junctions as part ofshort term recommendations:

Providing adequate corner radii

Providing sufficient turning radii

Flaring approaches towards intersections

Providing channelizers / division islands

Providing signs / lane markings / lighting Landscaping

The issues in management and recommendations specific to each junction arepresented below.

Similar junction improvements must be provided at other major junctions on major

corridors.

I t t d M bilit Pl f G M U b C l D ft R t

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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 lane approaches. Just 300m east of the junction is

another T-junction formed onNH8.

The junction is designed with the following improvements;

Restriction of through and right turn movements from the north-west approach

(approach from Sukrali Chowk i.e., southbound direction). Only the left turn

movements are 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

These improvements can be all accommodated within the existing right of way andconsequently 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 in Figure 3.1.

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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 isunsignalized. 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 all accommodated within the existing right of way and

consequently no land acquisition is envisaged at this time. The junction warrants

signals and recommended to upgrade to signallised junction in the near future.

The improvement measures recommended for Matha Mandir Junction is presented in

Figure 3.2.

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g y g p p

3. Prakashpuri Chowk:

The junction is a 4-arm junction on Railway Station Road. The intersection isunsignalized 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


consequently no 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.


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4. Fountain Chowk:

The junction is a 4-arm junction at the Gurgaon Bus Stand road. The junction is

also 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 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 the 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 the extension of the New Railway Road south of Sadar BazaarRoad 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 a non-motorized lanes



Relocation of Parking stands so they do not interfere with intersection

operations

Provision of wider footpaths on the Bus Stand side of the junction

Improved signages

Improved opportunities for U-turns

Redirection Delhi & Mehrauli destined buses from the bus stand towards Mata

Mandir Chowk so that the intersection congestion is reduced Also the signal

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5. Bhagat Singh Chowk:

The junction is a T-junction on the 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


consequently no land acquisition is envisaged at this time. The intersection will

continue to operate as an unsignalized traffic junction but with a roundabout.


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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 commercial vehicles access

the industrial complex through the intersection. NH8 approach is a 4-lane wide

approach and the industrial access road approach is a 6-lane approach. 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 delayed.


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 a 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


consequently no land acquisition is envisaged at this time. The intersection warrants

signals for better traffic management.


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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 paths on all arms

Improved signages and markings


consequently no land acquisition is envisaged at this time. The intersection warrants

signals for better traffic management.


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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.


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9. Sethi Chowk

The junction is a 4-arm junction formed by the intersection of the on Old Railway

Road and Basai Road.


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. Installation of pedestrian crosswalks

Provision of NMT Lane.

Improved signages


consequently no land acquisition is envisaged at this time. The intersection cancontinue to operate as unsignalized traffic junction but with police control at peak

hours.


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3.3 Road Improvements

In general, roads in Gurgaon are in bad condition, with pot holes, edge brakes,etc., except few roads such as Palam Vihar

road, Faridabad road, etc. Views of road

condition in Gurgaon are presented.

Problems identified are bad road condition, bad

foot path cum drains, haphazard parking,

encroachments etc. The proposed

improvements come under the following major

heads

Pavement strengthening

Provision of paved shoulder

Cross section improvements

Provision of signs and markings

The roads (about 200 Kms) proposed for road improvement is presented in

Figure 3.10.


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Figure 3.10 Roads Proposed for Improvements

3.4 Footpath cum Drain

Most of roads in Gurgaon lack walkable foot

path. Though foot path is available on some

roads in Gurgaon, reconstruction/improvement

is proposed except on Palam Vihar road


i d

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improved.

It is expectedthat

approximately

200KM of road

length would

be provided

with footpath.

The road

network proposed for construction/improvement of footpath cum drain is shown in

Figure 3.11. A Detailed Project Report for each road shall be required to provide

the exact location and design of the footpath cum drain on each road.


3 5 Safe Pedestrian Crossing Facilities

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3.5 Safe Pedestrian Crossing Facilities

Pedestrian also need safe facilities to walkacross the road. This includes 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 transport terminals, at least

one zebra crossing with pedestrian signals

(flashing type) is proposed across the road. In

Gurgaon, crossing facilities are required at

few locations on NH 8 expressway also. These

are in addition to the pedestrian crossing

facilities recommended at the junctions (refer section 3.2) Locations of safe

crossing facilities proposed are presented in Figure 3.12.


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Figure 3.12 Locations Proposed for Safe Pedestrian Crossing Facilities

3.6 Bicycle Lanes

Cyclists using the carriageway along with motor

vehicles and other road traffic, cause hazards

f th l Thi i ti l l t h


Overall Benefits of Cycle Way Network

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Overall Benefits of Cycle Way Network

Provision of cycle track would enable the urban poor to use the cycle

mode which is within their level of affordability. Segregation of bicycles from fast moving traffic will improve safety of

both these groups and increase the capacity of the roads.

Improvement in the quality of urban environment

Saving in fuel consumption.

It was found that cyclists constitute about 5% to

20% of the trips in Gurgaon. Bicycle trips were

found to be higher on the roads in old city. It is

necessary that facilities be provided for exclusive

use by the cyclists. Usually, the cycle lanes

provided are not utilized properly due to poor

maintenance of the facility, encroachments and

slack enforcement, and hence, the cyclists end

up using the carriageway itself along with other

vehicles. Roads proposed with Cycle paths are presented in Figure 3.13. 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.


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3.7 On- Street Parking Management

An appropriate parking scheme should be evolved for maintaining the unique,

economic, social, and environmental character of Gurgaon town. Proposal for

parking strategies in an urban area should consist of the following objectives, in

general:

Minimizing the harm to local business that depend upon visitors to the area

Maintaining continued reasonable level of access to the attractions of the

area and facilitate all types of short term visits to the area

Achieving comprehensive rather than piecemeal improvements to avoid the

problems

Be simple to introduce, to understand, and to manage

Be flexible enough to adjust to changing circumstances

On-Street parking and its regulation will be an important aspect of the

overall parking policy of a town.

The Municipal authorities have to identify designated parking areas for

autos and cycle rickshaws. These can be near terminals, markets, offices

etc.

On-Street Parking Management

In general, the on-street parking in an urban area can be managed by the following

guidelines:

RESTRICTED PARKING

1. Int ersect ions- Vehicles should never be allowed to park within 50 meters ofa major intersection. While the prohibition can be justified on road capacity

considerations, even more important is its safety, i.e., the vehicles and thepedestrians must have adequate sight distances while large commercial

vehicles must be given sufficient space to negotiate the left hand turns.

2. Narr ow St reets It will be necessary to have kerb parking management


3. Dri ve ways Parking should not be permitted in front of the drive ways from

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y g p y

the houses and other buildings.

4. Pedest r ia n Cr ossings For safety reasons, parking should be prohibited on oradjacent to pedestrian crossings (within 8 meters).

5. Pr i or i t y Locat ions Parking should never be permitted at kerb locationswhere priority is to be given to public services. For example, parking should

be avoided at or adjacent to the bus stops etc.

Keeping the above described parking management strategies in mind, the

following recommendations are made regarding the parking management for

Gurgaon City:

To 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 and Ashoka Crescent road),etc, with allowing one side parking on the service roads.

Parking restriction on Sadar Bazaar road to ease traffic congestion.

Designated parking lots should be

proposed on one side of Railway road

(between Railway station and HUDA

Shopping complex), Khandsa road(between Hira Nagar and Udyga Vihar

Phase VI), Pataudi road (between Basai

Chowk and Himgiri Public School), Basai

road (between Sethi Chowk and Krishan

Nagar), Bus stand road (between Fountain Chowk and Matha Mandir

Chowk), Jharsa road (between NH 8 and HSIDC Housing Complex), Sohnaroad (between Rajiv Gandhi Chowk and Islampur), Arya Samaj road

(between Fire station and Cremation Ground), Vikas Marg ( between May

Field Gardens and Girls School) and Sushant Lok road (between DLF Golf


Introduce paid parking facility on the

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p p g y

parking zones

No parking for Buses, Commercialvehicles 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 regulate parking.

Integrate parking with public/mass transport terminals and stations by

way of park- and- ride facilities

The roads proposed for on-street parking management is presented in Figure3.14.


The recommended parking policies would help to manage parking on the roads to

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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.

3.8 Off- street Parking Facilities

Maximum hourly parking demand observed at various locations surveyed in

Gurgaon are presented in Table 3.1.

Table 3.1 Peak Parking Demand

No. Location Peak 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 (location to be identified)

On Vishwakarma road near Erricson

In Sector 29 (Near Power Grid)

In Sec 15 (Near Mini Secretariat)

Present Bus terminal site


3.9 Public Transport

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Immediate implementation of local public transport is essential for Gurgaon.

Hence it is recommended starting organised bus operations through majorcorridors 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

in Figure 3.15.

Figure 3.15. Bus stop locations proposed with bus shelters

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 currentlyaccommodates the Mofussil buses also. When the new bus operations also 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


Basai and Khandsa can use Bus stand road and then Matha Mandir road (left turn),

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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 in Figure 3.16.

Figure 3.16. 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 night. Since Gurgaon accommodate large umber of BPO

industries, which work in the night also, the mobility of these employees in the night


3.10 Traffic Management for Market Area

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Gurgaon market is located in the heart of the city, due to which Sadar Bazaar road

and the surrounding area is getting congested. In order to relieve the market areafrom congestion, it is proposed to provide one- way street system (refer Figure

3.17). Also it is proposed to restrict on-street parking on Sadar Bazaar Road and

the roads proposed as one ways should have at least 5.5m width.


3 11 Regulation of Cycle Rickshaws

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3.11 Regulation of Cycle Rickshaws

In Gurgaon, the citizens have to use cycle-rickshaw to commute from one location

to other because of poor connectivity of bus service and six-seater service. The

problems associated with the existing cycle-rickshaw service are as follows:

Fair charged by cycle-rickshaw drivers are not standardized. Many times

cycle-rickshaw drivers charge more when they find that passengers are in

real need or passengers dont have any other choice.

Often, commuting using the cycle rickshaw is not safe, especially in

following cases due to the absence of separate NMV lanes:

a) Crossing the roads with heavy traffic.

b) Roads having sharp turns.

Commuting using a cycle rickshaw is very costly and only rich people can

afford cycle rickshaw service.

The owners and drivers of the cycle rickshaws are not police verified for

their behavior, character and antecedents.

In order to encourage and regulate cycle rickshaws in Gurgaon, the followingsuggestions are made:

Fares of cycle rickshaws and registration of the vehicles must be regulated

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.

3.12 Regulation of Auto rickshaws

To offset the absence of public transport services, 3- seater auto services must beencouraged and regulated. They must be provided with appropriate parking stands

at the following locations.

Near Fountain Chowk


Eight seater autos must be slowly phased out as Public transport is floated.

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3.13 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 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 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.

3.14 Block Cost Estimation for Short- Term Measures

The block cost estimated for the above short- term measures is about Rs. 653

Crores. The details are presented in Table 3.2.

Table 3.2 Block Cost Estimated for short- term Traffic measures

Rs. in CroresNo Item Total Quantity Unit Rate Cost

1 Bus Fleet 300 No. 0.50 150.0

2 Junction Improvement 20 No. 0.25 5.0

3 Bus shelters 160 No. 0.15 24.0

4 Carriageway widening with SMV lanes 200 Km 1 200.0

5 Foot path cum drain 200 Km 0.45 90.0

6

Traffic & Pedestrian Management measures

(Signages and Markings) 200 Km 0.04 8.07 Flyovers/Underpasses 6 No. 20 120.0

8 Pedestrian Crossing Facilities (grade separated) 8 No. 1 8.0

9 Off-street Parking sites 12 No. 4 48.0

Total 653.0


4 Forecast Traffic Scenario

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4 Forecast Traffic Scenario

4.1 Introduction

Gurgaon district is located in Haryana state and part of NCR of Delhi. It is the

southern-most district of Haryana. On its north, the district of Rohtak and the Union

Territory of Delhi. The name of this town emerged on the world map in 1972, when

world famed Maruti Industry was setup in Gurgaon with the collaboration of Suzuki

Company of Japan. Now with the coming up of multinational companies like Hero

Honda motor, Honda Motors Ltd, Denso etc. in automobile sector and Microsoft, I.B.M.

Nokia, Canon, Dupont, Sapient, British Airways, American Express, ABN Amro Bank,

Alcatel, Nestle, Convergys, Hewitt, Vertex, Fidelity Investment, E. Vallue, Keine World

India, Becton Dickinson India Private Limited in software development sector; the

Gurgaon Manesar Urban Complex (GMUC) has become abode of international

companies.

As a result, the biggest cyber city of India spreading in an area of about 90 acres in

addition to numerous cyber parks are being developed within 15 km from theinternational airport by the private sector to accommodate the needs of software

development units of multinational companies.

4.2 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 was approved

on 5th February 2007, as per the notification No. CCP (NCR)/FDP(G)2007/359. The

Development Plan controls the developments in GMUC area till 2021. To achieve the


4.3 Development Plan- 2021: Population Projections

A th D l t Pl 2021 H U b D l t A th it hi h

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As per the Development Plan 2021, Haryana Urban Development Authority, which was

prepared in 2007 for GMUC, has estimated 43 lakh population in the Gurgaon - ManesarUrban Complex by the year 2021. 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.

4.4 Development Scenarios Considered

For the present study, to analyse the transport characteristics in the future, two

scenarios were worked out, such as Aggressive scenario and Moderate scenario. In

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.

4.5 Major Employment Centers

Various SEZs approved within Gurgaon district is presented in Annexure 4.2. The

various employment centers expected to generate massive employment in GMUC is

presented below.

IMT Manesar

DLF Cyber SEZ

Raheja Engineering SEZ

Phase I development of RHSEZ

Town center proposed by IREO SEZ in sectors 58, 59 and 61.

The expected population and employment from these developments under the two

scenarios are presented in Annexure 4.3.

4 6 P l ti d E l t P j ti f H i Y


4.6.1 Aggressive Scenario

In this scenario the ultimate population is considered as projected in the

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

Development Plan by the Town and Country Planning Department and estimatedpopulation 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 4.1.

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 4.1: Projected Population and Employment under Aggressive Scenario

YearProjectedPopulationin GMUC

ProjectedEmployment

in GMUC

Projecte

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