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Gurugram Metropolitan Development Authority
Comprehensive Mobility Plan for GMDA Area

Draft Final Report
September 2019
Transport Planning Department
School of Planning and Architecture

New Delhi
Table of Contents
1 Introduction .......................................................................................................................................1
1.1 Project Context ............................................................................................................ 1
1.2 Aim and scope of the study .......................................................................................... 2
1.3 Structure of the Draft Final Report ............................................................................... 2
2 Profile of the Gurugram ....................................................................................................................4
2.1 Background.................................................................................................................. 4
2.2 Transport Network & System ....................................................................................... 4
2.3 Demographic Profile .................................................................................................... 4
2.4 Economic Profile .......................................................................................................... 5
2.5 Transport System in Gurugram .................................................................................... 5
2.6 Transport Issues in Gurugram ..................................................................................... 7
3 Review of Planning Documents.......................................................................................................9
3.1 Development Plan for Gurugram – Manesar Urban Complex, 2031 ............................. 9
3.2 Integrated Mobility Plan for Gurugram- Manesar Urban Complex (GMUC), 2031 .......10
4 Traffic Surveys and Studies .......................................................................................................... 12
4.1 Zoning System ............................................................................................................12
4.2 Primary surveys ..........................................................................................................13
5 Data Analysis .................................................................................................................................. 17
5.1 Land Use Pattern ........................................................................................................17
5.2 Road Network .............................................................................................................18
5.3 Traffic Characteristics .................................................................................................22
5.4 Traffic Characteristics at Screen Line..........................................................................26
5.5 Household Socio-Economic & Travel Characteristics..................................................34
5.6 Public Transport System Characteristics.....................................................................39
5.7 Intermediate Public Transport (IPT) ............................................................................46
5.8 Mass Rapid Transit System ........................................................................................47
5.9 Last Mile Characteristics .............................................................................................48
5.10 Parking Characteristics ...............................................................................................52
5.11 Pedestrian Characteristics ..........................................................................................57
5.12 Establishment Characteristics .....................................................................................60
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5.13 Terminal Characteristics .............................................................................................62

5.14 Intersection Characteristics .........................................................................................63
6 Travel Demand Modelling .............................................................................................................. 71
6.1 Introduction .................................................................................................................71
6.2 Base Year Travel Demand Model ...............................................................................71
6.3 Modelling Approach ....................................................................................................72
6.4 Trip Generation ...........................................................................................................73
6.5 Trip Distribution...........................................................................................................79
6.6 Modal Split ..................................................................................................................80
6.7 Traffic Assignment ......................................................................................................83
7 Vision and Goals ............................................................................................................................ 86
7.1 National Urban Transport Policy .................................................................................86
7.2 Vision ..........................................................................................................................87
7.3 Goals ..........................................................................................................................87
7.4 Proposed Policy Framework .......................................................................................88
8 Urban Development Strategies ..................................................................................................... 94
8.1 Planning Imperatives ..................................................................................................94
8.2 Population Distribution Strategy ..................................................................................96
8.3 Employment Distribution Strategy .............................................................................104
8.4 Proposed Population and Employment Distribution Strategy (2041) .........................106
8.5 Transport Structure Strategies ..................................................................................110
9 Evaluation of Alternate Scenarios .............................................................................................. 116
9.1Scenario 1: BAU - Master Plan Network and Development Pattern (Population – 41.0 Lac)
............................................................................................................................................116
9.2 Scenario 2: Master Plan Network and Development Pattern with Higher Growth of
Population - 55.0 Lac...........................................................................................................123
9.3 Scenario- 3 Master Plan Network and Higher Growth Development Pattern, Additional
Road Network, One Metro Spur...........................................................................................125
9.4 Scenario – 5 (CDS): Master Plan Network and Corridor Development Strategies,
Additional Road Network, One Metro Spur (Higher Growth of Population – 55.0 Lac) .........132
9.5 Scenario –6 (CDS + TOD) Master Plan Network and Corridor Development Strategies
+ TOD, Additional Road Network, One Metro Spur (Higher growth of population – 55.0 lac)
135
9.6 Scenario – 7 (CDS + TOD + Enhance PT + IPT) Master Plan Network and Corridor
Development Strategies + TOD, Additional Road Network, One Metro Spur (Higher
Population Size – 55.0 Lac) (Parking Charges) ...................................................................138
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9.7 Selection of Best Transport Network .........................................................................140

9.8 Scenario Selection Based on Emission Levels..........................................................141
10 Immediate and Short-Term Improvement Plan ......................................................................... 143
10.1 Introduction ...............................................................................................................143
10.2 Roads Network Development Plan ...........................................................................143
10.3 Traffic Signs ..............................................................................................................144
10.4 Policy Imperatives .....................................................................................................147
10.5 Road Markings..........................................................................................................148
10.6 Pedestrian Infrastructure Facilities ............................................................................149
10.7 Pedestrian Crossing Infrastructure ............................................................................169
10.8 Intersection Improvement..........................................................................................174
10.9 Public Transport ........................................................................................................187
10.10 Public Transport Accessibility ................................................................................193
10.11 Bus Stops ..............................................................................................................195
10.12 Bus Depot .............................................................................................................196
10.13 Last – Mile Connectivity around Metro Stations .....................................................199
10.14 Public Bike Sharing ...............................................................................................206
10.15 Intermediate Public Transport (IPT) .......................................................................215
10.16 Freight Terminal Proposal .....................................................................................215
10.17 Parking ..................................................................................................................216
10.18 Transport Demand Management (TDM) ................................................................222
11 Medium- and Long-Term Improvement Plan ............................................................................. 231
11.1 Public Transport Improvement Plan ..........................................................................231
11.2 Intermediate Public Transport Plan (IPT) Improvement Plan .....................................244
11.3 Road Network Improvement Plan .............................................................................246
11.4 Corridor Improvement Plan – Model Streets .............................................................250
11.5 Proposed Corridors as Model Street .........................................................................257
11.6 Travel Demand Management Measures ...................................................................262
11.7 Freight Access Plan ..................................................................................................265
11.8 ITS Management Plan ..............................................................................................269
12 Environmental and Social Considerations ................................................................................ 274
12.1 Preamble ..................................................................................................................274
12.2 Policy, Legal and Administrative Framework .............................................................274
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12.3 Environmental Assessment of proposed CMP measures ..........................................276

12.4 Anticipated Environmental Impacts and Mitigation Measures ....................................282
12.5 Grievances Redress Mechanism ..............................................................................284
12.6 Conclusions and Recommendations .........................................................................285
12.7 Screening and Identification of Social Impacts ..........................................................285
13 Policies, Regulations and Institutional Measures .................................................................... 290
13.1 Introduction ...............................................................................................................290
13.2 Proposed Policies .....................................................................................................290
13.3 Regulations ...............................................................................................................303
13.4 Institutional Measure .................................................................................................307
13.5 Proposed Institutional measures in Gurugram ..........................................................311
14 Fiscal Measures ........................................................................................................................... 320
14.1 Introduction ...............................................................................................................320
14.2 Existing Expenditure Structure of GMDA ..................................................................320
14.3 Public Transport related Fiscal Measures .................................................................321
15 Service Level Benchmarking ...................................................................................................... 334
15.1 Introduction ...............................................................................................................334
15.2 Benchmarking Procedure..........................................................................................334
15.3 Evaluation of Present Traffic Infrastructure for Gurugram .........................................335
15.4 Target for Future Traffic infrastructure in Gurugram ..................................................338
15.5 Recommendation for Benchmarking Process ...........................................................338
16 Project Phasing and Costing ...................................................................................................... 342
16.1 Phasing Plan.............................................................................................................342
16.2 Project Prioritization ..................................................................................................342
16.3 Phasing Plan and Costing .........................................................................................346
16.4 Project Implementation Agencies/ Organizations ......................................................349
16.5 Monitoring of CMP Implementation ...........................................................................351
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List of Tables
Table 2-1 Population growth trends of GMDA .............................................................................................. 5
Table 3-1 Proposed Land uses of GMUC ..................................................................................................... 9
Table 4-1 Surveys Proposed & Status ........................................................................................................ 13
Table 7-7-1 Possible measures to be undertaken ...................................................................................... 93
Table 8-1 Projected Population for Gurugram - 2041 ................................................................................. 94
Table 8-2 Population Growth in Similar functionality cities ......................................................................... 95
Table 8-3 Sub-City level areas and Sector nos. ......................................................................................... 97
Table 8-8 TOD Zone Demarcation ............................................................................................................ 101
Table 8-5 Planning Parameters ................................................................................................................ 101
Table 8-6 Population & Employment Distribution 2041 ............................................................................ 106
Table 8-7: Modal Shift Assumptions (Global City) .................................................................................... 114
Table 8-8 Modal Shift Assumptions (RRTS) ............................................................................................. 115
Table 8-9 Modal Shift Assumptions (Regional Metro Connections) ......................................................... 115
Table 9-14 Scenario-I Master Plan (Lower level Population and Employment Distribution) .................... 118
Table Error! No text of specified style in document.-15 Scenario 1: Results ............................................ 122
Table 9-3 Scenario 2- Results................................................................................................................... 124
Table 9-4 Scenario-3 (Population Distribution Distribution) ...................................................................... 126
Table 9-5 Scenario 3 - Results ................................................................................................................. 128
Table 9-6 Scenario 4- Master Plan Lower + TOD (Population and Employment Distribution) ................. 130
Table 9-8 Employment Distribution along the proposed ring and radial roads ......................................... 133
Table 9-10 Corridor Development Strategy + Transit Oriented Development (Population and Employment
Distribution) ............................................................................................................................................... 136
Table 9-11 Scenario 6- Result .................................................................................................................. 137
Table 9-12 Scenario 7- Results ................................................................................................................ 139
Table 9-13 Comparative Analysis of Impacts of Different Scenarios in Peak Hour .................................. 140
Table 9-14 Comparative Analysis of Modal Share for different scenarios – Daily Trips........................... 140
Table 9-15 Emission levels under Alternate Development Scenarios ...................................................... 142
Table 10-11 Service area for Modes for Last-Mile Connectivity around Metro Stations of Rapid Metro
(Phase 2) in Gurugram .............................................................................................................................. 203
Table 11-1: Criteria for Choice of the Mode of Mass Rapid Transit System ............................................ 235
Table 11-2: MRT & Bus Priority Route Alignment, Route Rationalization Strategies ............................... 237
Table 11-3: Committed Bus Routes Demand/ Bus/ Day .......................................................................... 238
Table 11-4: Revised Committed Bus Routes Demand/ Bus/ Day ............................................................ 239
Table 11-5: Recommended Intermediate Public Transport (IPT)- DIMTS 2018 ...................................... 245
Table 11-6: Land use Break up for IFC (URDPFI) .................................................................................... 266
Table 11-7: Area Requirement for IFC/Truck Terminal ............................................................................ 266
Table 11-8- Broad Land Use break-up for IFC ......................................................................................... 267
Table 11-9- Broad Land Use breakup for Truck Terminal ........................................................................ 267
Table 12-1 Clearances and Permissions Required for Identified Projects in CMP .................................. 274
Table 12-2 Clearances and Permissions Required for Identified Projects in CMP ................................. 277
Table 12-3 Social Impacts of Proposed Schemes .................................................................................... 286
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Table 13-1 Fares of Normal Priced Parking .............................................................................................. 306

Table 13-2 Fares of Premium Priced Parking ........................................................................................... 307
Table 13-3 Proposed composition of UMTA at State Level ...................................................................... 313
Table 13-4 Proposed composition of UMTA at City Level ........................................................................ 313
Table 13-5 Suggested Capacity Building Programmes ............................................................................ 319
Table 14-1 Fare Structure of City Buses ................................................................................................... 321
Table 14-2 Urban Transport Fund practice in Pimpri Chinchwad & Jaipur .............................................. 326
Table 14-3 PPP Projects in India .............................................................................................................. 331
Table 15-1 Existing Level of Services for Transport Infrastructure at Gurugram ..................................... 335
Table 15-2 Overall Summary and Comments on Existing Level of Services for Transport Infrastructure at
Gurugram .................................................................................................................................................. 337
Table 15-3 Target Service Level Bench Marking for Gurugram ............................................................... 339
Table 16-1 Criteria for Selection of Priority Measures .............................................................................. 342
Table 16-2 Project Phase Time Span ....................................................................................................... 343
Table 16-3 Priority table for the proposed schemes ................................................................................. 343
Table 16-4 Project Cost Based on Phasing .............................................................................................. 346
Table 16-5 Proposed Project Implementation Agencies/ Organization ................................................... 349
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List of Figures
Figure 2-1 DMRC Yellow line and Rapid Metro rail alignment ..................................................................... 6
Figure 2-2 IPT Route Map for Different Modes ............................................................................................. 7
Figure 4-1 Zoning System- Gurugram ........................................................................................................ 12
Figure 6-1 Sequential Travel Demand Modelling ....................................................................................... 73
Figure 6-2 Trip Production Model ............................................................................................................... 75
Figure 6-3: Trip Attraction Model ................................................................................................................ 76
Figure 6-4 Trip Length Frequency Distribution (TLFD) ............................................................................... 80
Figure 6-5 Traffic Assignment ..................................................................................................................... 84
Figure 7-1 Equitable allocation of space to all road users .......................................................................... 91
Figure 7-2: Planning for pedestrian facilities ............................................................................................... 91
Figure 7-3 Road-side Kerb Dimensions ...................................................................................................... 92
Figure 8-1 Population trend between 2011 and 1971 ................................................................................. 94
Figure 8-2 GMUC Master Plan 2031 .......................................................................................................... 98
Figure 8-3 Population Distribution for Scenario 2 ....................................................................................... 99
Figure 8-4 TOD Strategy (800m accessibility buffer) ................................................................................ 100
Figure 8-5: TOD Concept .......................................................................................................................... 100
Figure 8-6 Ring Roads (Corridor Development Strategy) ......................................................................... 103
Figure 8-7 Corridor Development Strategy + TOD Strategy ..................................................................... 104
Figure 8-8 Employees Distribution ............................................................................................................ 105
Figure 8-9 Road Network Development Strategy ..................................................................................... 112
Figure 8-10 Proposed MRTS Network - 2041........................................................................................... 113
Figure 8-11 Modified Road Network, MRT, And Enhanced PT ................................................................ 114
Figure 9-1 Scenario-I Master Plan (Lower levels of Population) .............................................................. 117
Figure 9-2 Scenario-I Master Plan (Lower levels of Employment) ........................................................... 117
Figure 9-3 Road Alignment (Scenario 1) .................................................................................................. 119
Figure 9-4 Alignment of Metro Lines (Scenario 1) .................................................................................... 120
Figure 9-5 Bus Routes network (Scenario-I)............................................................................................. 121
Figure 9-6 Scenario 1: Trip Assignment ................................................................................................... 122
Figure 9-7 Scenario-2 Master Plan (Higher levels of Population)............................................................. 123
Figure 9-8 Scenario-2 Master Plan (Higher levels of Employment).......................................................... 123
Figure 9-9 Scenario 2- Trip Assignment ................................................................................................... 124
Figure 9-10 Scenario-3 ............................................................................................................................. 125
Figure 9-11 Scenario-3 (Population Distribution Map) .............................................................................. 126
Figure 9-12: Scenario 3- Employment Distribution ................................................................................... 127
Figure 9-13 Scenario 3 -- Trip Assignment ............................................................................................... 128
Figure 9-14 TOD Concept and Density Distribution ................................................................................. 129
Figure 9-15 Scenario 4- Master Plan Lower + TOD (Population Distribution Map) .................................. 129
Figure 9-16 Scenario 4- Master Plan Lower + TOD (Employment Distribution Map) ............................... 130
Figure 9-17 Scenario-4 Trip Assignment (Private + Public)...................................................................... 131
Figure 9-18 CDS (Population Distribution Map)........................................................................................ 132
Figure 9-19 CDS (Employment Distribution Map)..................................................................................... 133
Figure 9-20: Scenario 5- Trip Assignment ................................................................................................ 134
Figure 9-21 Corridor Development Strategy + Transit Oriented Development (Population Distribution
Map) .......................................................................................................................................................... 135
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Figure 9-22 Corridor Development Strategy + Transit Oriented Development (Employment Distribution
Map) .......................................................................................................................................................... 136
Figure 9-23 Scenario 6- Trip Assignment ................................................................................................. 137
Figure 9-24 Proposed City Bus and Mass Transit Network ...................................................................... 138
Figure 9-25 Scenario 7: Peak Hour Trip Assignment ............................................................................... 139
Figure 9-26 Comparison of Do-nothing scenario and SUTP scenario ..................................................... 141
Figure 10-1 Proposed Road Widening ...................................................................................................... 144
Figure 10-2 Lack of Traffic Signs on Shankar Chowk Flyover.................................................................. 145
Figure 10-3 Traffic Signs near Sikanderpur Underpass ........................................................................... 145
Figure 10-4 Traffic Signs at Rajiv Chowk Underpass ............................................................................... 146
Figure 10-5 Road fork at Ericsson building ............................................................................................... 146
Figure 10-6 Signature Tower Junction ...................................................................................................... 147
Figure 10-7 (a). MG Road (with some Road Markings), (b). Sohna Road (without Road Markings) ....... 149
Figure 10-8 Footpath Availability in the study area ................................................................................... 152
Figure 10-9 Footpath Width in the study area ........................................................................................... 153
Figure 10-10 Footpath Encroachment in the study area .......................................................................... 154
Figure 10-11 Footpath Effective Width in the study area .......................................................................... 155
Figure 10-12 Footpath Kerb Height in the study area ............................................................................... 156
Figure 10-13 Footpath Quality in the study area....................................................................................... 157
Figure 10-14 Footpath Density in the study area ...................................................................................... 158
Figure 10-15 Walkability Index – TAZ Wise in the study area .................................................................. 160
Figure 10-16 Walkability Index – Sector Wise in the study area .............................................................. 161
Figure 10-17 Proposed Footpath Network ................................................................................................ 162
Figure 10-18 Proposed Footpath Widening Network ................................................................................ 163
Figure 10-19 Phasing for construction of footpath under Immediate and Short-Term Improvement
Measures................................................................................................................................................... 165
Figure 10-20 Tabletop and Rumble Strips ................................................................................................ 172
Figure 10-21 Tabletop Crossing ............................................................................................................... 173
Figure 10-22 Pelican Signal ...................................................................................................................... 173
Figure 10-23 Locations of Intersections .................................................................................................... 174
Figure 10-24 Mayfield Garden Intersection ............................................................................................... 175
Figure 10-25 Traffic movement at Mayfield Garden Chowk ..................................................................... 175
Figure 10-26 Bakhtawar Chowk Intersection ........................................................................................... 180
Figure 10-27 AIT Chowk .......................................................................................................................... 185
Figure 10-28 Traffic movement at AIT Chowk .......................................................................................... 186
Figure 10-29 Hanuman Mandir Chowk .................................................................................................... 186
Figure 10-30 Traffic movement at Hanuman Mandir Chowk ................................................................... 187
Figure 10-31 PT Accessibility in Base Year – 2019 ................................................................................. 194
Figure 10-32 PT Accessibility in Horizon Year – 2041 ............................................................................ 194
Figure 10-33 Placement of pedestrian crossing behind bus stops .......................................................... 195
Figure 10-34 Bus stops located on the far side (right) are desirable ...................................................... 195
Figure 10-35 Far side Bus stop ............................................................................................................... 195
Figure 10-36 Near side bus stop ............................................................................................................. 196
Figure 10-37 Mid-block Stops ................................................................................................................. 196
Figure 10-38 A Bus Depot of Delhi Transport Corporation (DTC) .......................................................... 197
Figure 10-39 Site organisation for vehicle & infrastructure operation in a Depot ................................... 199
Figure 10-40 Station-wise surveyed transport supply on Metro Stations of Yellow line ......................... 201
Figure 10-41 Station-wise surveyed transport supply on Metro Stations of Rapid Metro (Phase - 1).... 201
Figure 10-42 Social, Environmental and Financial Benefits of PBS ........................................................ 207
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Figure 10-43 Components of PBS System ............................................................................................. 208

Figure 10-44 Average Trip Lengths for Access / Dispersal Trips ............................................................ 209
Figure 10-45 Proposed Bicycle Corridors ............................................................................................... 213
Figure 10-46 Product Components of Bicycle for proposed PBS in Gurugram ...................................... 214
Figure 10-47 Surveyed parking locations and predominant of the surrounding areas ........................... 216
Figure 10-48 Mode share of attracted trips in Global city ....................................................................... 218
Figure 10-49 Location of Multi-Level Parking near HUDA City Centre ................................................... 221
Figure 10-50 The cycle of increasing car use .......................................................................................... 223
Figure 10-51 Benefits of different types of travel changes ...................................................................... 225
Figure 10-52 Proposed pilot project for Point-to-point Vanpool Service ................................................. 229
Figure 10-53 Pilot for HOV Lane in Gurugram......................................................................................... 230
Figure 10-54 Employee Travel Management under TDM measures ..................................................... 230
Figure 11-1 : Transit Loading (Base Year)............................................................................................... 234
Figure 11-2: Transit Loading (2037) ......................................................................................................... 234
Figure 11-3 Proposed Mass Rapid Transit System in Gurugram City - 2041 .......................................... 236
Figure 11-4: Proposed City Bus and Mass Transit Network ..................................................................... 239
Figure 11-5 : Public Transport Network with IPT ...................................................................................... 240
Figure 11-6: Typical Bus shelter and Bus Bay designs ............................................................................ 241
Figure 11-7: PIS Display System in Buses ............................................................................................... 242
Figure 11-8: DIMTS Web Portal ................................................................................................................ 243
Figure 11-9: Recommended IPT network- DIMTS 2018 .......................................................................... 246
Figure 11-10 : V/C Ratio - Do Nothing Scenario 2041 .............................................................................. 246
Figure 11-11: Plan Showing Street Development Strategies ................................................................... 251
Figure 11-12 Plan Showing Tabletop Pedestrian Crossing ...................................................................... 254
Figure 11-13: Corridors for Cross Section Improvement (Proposed) ....................................................... 258
Figure 11-14 Corridor 1- Existing Cross-Section ...................................................................................... 259
Figure 11-15 Proposed Cross-Section 1 (Corridor 1) ............................................................................... 259
Figure 11-16 Proposed Cross-Section 2 (Corridor 1) ............................................................................... 259
Figure 11-18 Proposed Cross-Section (Corridor 2) .................................................................................. 260
Figure 11-23 Proposed parking area ........................................................................................................ 263
Figure 11-24 Major Congestion Zones along the NH-8 ............................................................................ 263
Figure 11-25 Proposed travel corridors .................................................................................................... 264
Figure 11-26: Location of IFC/Truck Terminal and Freight Corridor ......................................................... 268
Figure 11-27: Traffic Signals (Proposed) .................................................................................................. 270
Figure 11-28: Signal Synchronization on selected Corridors (Proposed) ................................................. 271
Figure 11-29: Signal Operation (Proposed) .............................................................................................. 273
Figure 13-1 Multisectoral Involvement in Road Traffic Crash .................................................................. 295
Figure 13-2 On-street and Off-Street parking in Gurugram ................................................................... 296
Figure 13-3 Multi-level Car Parking ........................................................................................................ 299
Figure 13-4 Organization Chart of Transport Department ...................................................................... 308
Figure 13-5 Organization Chart of Urban Development ........................................................................ 309
Figure 13-6 Organization Chart of GMDA .............................................................................................. 310
Figure 13-7 SWOT analysis of Institutional Setup in Gurugram ............................................................ 311
Figure 13-8 Proposed Organizational structure for Transport Department ........................................... 316
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Figure 13-9 Proposed Organizational structure for Police Department ................................................. 317
Figure 14-1 Fare Structure of City Buses .............................................................................................. 321
Figure 14-2 Collection of funds from Central, State and Local Governments ....................................... 325
Figure 14-3 Fund flow mechanism to and from UTF ............................................................................. 326
Figure 14-4 PPP Projects in India ........................................................................................................... 331
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1 Introduction
1.1 Project Context
Gurugram is one of the rapid growing cities in the state of Haryana and is part of the National
Capital Region of India. It is 32 kilometers southwest of New Delhi. Gurugram Municipal
Development Authority area has an estimated population of 10.08 lakhs as per 2011 India
census. It is expected to grow to 42 lakhs as per Gurugram- Manesar Urban Complex Plan
2031. Due to proximity with airport and National Capital Territory (NCR)- Delhi and situated right
on the National Highway-8 makes the city approachable for residential, commercial and tertiary
sector industrial developments. The city has emerged as a prominent industrial, IT, BPO and
commercial hub in the region. There are many prominent and prestigious units involved in the
manufacturing of telecommunication equipment’s, electrical goods, sports goods, rubber
products and readymade garments, and in software development. Besides the city is also a
major hub of the automobile industry with various companies producing passenger cars,
motorcycles, scooters and its components. The city of Gurugram alone contributes to 0.6% of
India’s GDP and has the third highest per capita income in India.
The rapid development of Gurugram in recent decades has outpaced the growth in mobility
infrastructure. The rapid urbanization, population growth, growing economy and emerging
employment opportunities in the region have placed an enormous demand for quality in
transport infrastructure resulting in common challenges like deficient public transport, traffic
congestion, deteriorating roads, pollution etc. One of the most important concerns of this
constantly increasing population is that of increasing number of vehicles on roads, traffic
congestion and lack of sustainable transport options with last mile connectivity to cater to the
need of citizens. Further the phenomena of high intensity of inter-city traffic including by-
passable vehicles, clogging of major intersections such as Shankar Chowk, IFFCO Chowk,
Hero Honda Chowk, Rajiv Chowk and others, disorganized parking behavior, lack of pedestrian
and cycling infrastructure and the absence of a reliable integrated public transport system such
as buses coupled last mile connectivity services have all cumulatively resulted in development
of an unsustainable mobility pattern in Gurugram seriously challenging city’s productivity and
efficiency, its environmental quality as well as its livability.
Keeping in view the above cited reasons Gurugram Municipal Development Authority (GMDA)
of Gurugram intends to improve the mobility levels of the city through appropriate development
of transport infrastructure facilities and mobility management strategies. In this context GMDA
has engaged the services of School of Planning & Architecture (SPA) represented by its
Transport Planning Department to conduct a study for preparation of Comprehensive Mobility
Plan (CMP) for GMDA area with focus on mobility management.
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1.2 Aim and scope of the study

The main aim of the study is to develop a medium to long term mobility infrastructure plan which
provides for desired accessibility levels and mobility services for people and goods in Gurugram
and enables safe, secure, efficient, reliable and seamless connectivity to the residents of
Gurugram.
In order to achieve this aim, the study has outlined following scope of work:
i. To assess existing transport system, network, traffic and travel patterns in the existing
area and identify issues and critical areas related to sustainable mobility. The data in
terms of primary surveys and secondary data shall be provided through survey
agencies to be engaged by GMDA (client) on the recommendations of the SPA.
ii. To develop detailed improvement plan, including engineering design, for five case
intersections in the study area. The selection of case intersections shall be decided
with the concurrence of GMDA (client)
iii. To develop base year transport demand model and carry out its calibration for the
case study area
iv. To develop short term (less than 5 years’ horizon period) conceptual transport
improvement plans related to NMT proposals & parking management measures for
the case study area.
v. To develop horizon year transport demand model and evolve medium to long term
conceptual transport improvement plans related to road system, mass transit system,
terminals, parking etc. and related transport infrastructure for the case study area
The Consultants shall during the course of the study identify various mobility management
strategies as well as measures of effectiveness for Gurugram such as congestion reduction,
reduction in travel times and travel expenditures, improvement on mobility choices/options
(modal split), equity in access to services, improved road safety, minimizing energy
consumption levels, reduction in transport dependent GHG emissions, optimizing land
consumption etc. which shall be used to evaluate alternate improvement strategies vis a vis
Business As Usual (BAU) scenario.
1.3 Structure of the Draft Final Report

Chapter 1 Introduction
Chapter 2 Profile of Gurugram
Chapter 3 Review of Planning Documents
Chapter 4 Traffic Surveys and Studies
Chapter 5 Data Analysis
Chapter 6 Travel Demand Modelling
Chapter 7 Visions and Goals
Chapter 8 Urban Development Strategies
Chapter 9 Evaluation of Alternate Scenarios
Chapter 10 Immediate and Short-Term Improvement Plan
Chapter 11 Medium- and Long-Term Improvement Plan
Chapter 12 Environmental and Social Considerations
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Chapter 13 Policies, Regulations and Institutional Measures

Chapter 14 Fiscal Measures
Chapter 15 Service Level Benchmarking
Chapter 16 Project Phasing and Costing
3
2 Profile of the Gurugram

2.1 Background
The study area, Gurugram is in Central National Capital Region of Delhi. It falls between
southwest boundary of Delhi UT and North East Boundary of Rajasthan State. It is a part of
Haryana State and it is surrounded by other major cities of Haryana like, Faridabad in east,
Jhajjar in west and by Nuh, Rajasthan in south. Gurugram had a population of 9.7 lakhs (2011
census) but as per current estimate the population of Gurugram has reached 20 lakhs. The
population is growing at a rapid pace of around 7% annually and is expected to be about 42
lakhs by 2031.
Gurugram has very good connectivity with other state via Delhi-Jaipur –Ahmedabad broad
gauge rail link and NH 8, brings thousands of people to Gurugram for the purpose of work travel
and entertainment every day In fact, with the collaboration of Suzuki Motors of Japan and Maruti
Udyog Limited in early eighties, a new area of rapid industrialization of Gurugram started which
gave the city an international recognition. The automobile industry located in Gurugram
produces passenger cars, motorcycles, scooters and its components. Besides there are many
prominent and prestigious units involved in the manufacturing of telecommunication
equipment’s, electrical goods, sports goods, rubber products and readymade garments, and in
software development.
2.2 Transport Network & System

2.2.1 Road Connectivity
Gurugram is very well connected with roads both within Intra-city and Inter-city. It is connected
by Gurugram Expressway with Delhi. The other systems that are available which connects
Gurugram with Delhi are public transport system which includes both Bus and Mass Rapid
Transit system (Delhi Metro). Delhi Metro Yellow line gives access to Gurugram with five
stations located within Gurugram city limits.
2.2.2 Rail connectivity

Gurugram has a Railway station which is on the line of Delhi – Jaipur. It is one of the major
stations catering to Gurugram, Delhi and other parts of Gurugram district.
2.2.3 Air Connectivity

Gurugram is served by Indira Gandhi International Airport, though the airport is just outside the
city limits and located within the jurisdiction of Delhi near National Highway 8. The airport is one
of the busiest airports in India and provides domestic and international air connectivity.
2.3 Demographic Profile

The town of Gurugram has evolved in a city with the series of changes and dynamics in
demography over the years. As per 2011 census the population of GMDA is 10.08 lakhs
increasing at decadal growth of 315.52% during 2001-11 with the CAGR being 15.3 percent.
4
The sex ratio is 854 females for 1000 male while the literacy rate is 84.7%. The details of
demographics for the last two decades are shown in the Table 2-1.
Table 2-1 Population growth trends of GMDA
Year Population Decadal Change Decadal GR (%) Sex ratio (per 1000 male) Literacy rate
1991 147518
2001 242758 95240 64.56% 850 78.50%
2011 1008696 765938 315.52% 854 84.70%
Source: Estimated from Census of India
2.4 Economic Profile

Gurugram has now emerged to become the city with the third highest per capita income in India.
The city of Gurugram alone contributes to 0.6% of India’s GDP. Popularly known as Millennium
City, Gurugram has the presence of about 250 of the Fortune 500 companies. Maruti Suzuki
Private Limited was the first company that set up a manufacturing unit in the city in 1970s
making cars. Eventually, DLF Limited, a real estate company acquired vast stretches of land in
the city. Today, Gurugram has emerged as one of the most important offshoring centers in the
world, providing outsourcing solutions in software, IT, service and sales through delivery
facilities and call centers. The integrated approach in the Industrial Policy of Govt. to develop
industrial infrastructure, has boosted up the industrial sector growth in Gurugram with nearly
260 large and medium scale industrial units and 8000 small-scale units located in the area.
2.5 Transport System in Gurugram

2.5.1 Mass Rapid Transport System in Gurugram (Delhi Metro)
Existing Metro Routes

Delhi Metro (Yellow Line)
The Gurugram is connected to Delhi Metro through yellow line. The yellow line of DMRC
consists of 37 metro stations from Samaypur Badli in Delhi to HUDA City Centre in the
neighboring city of Gurugram. The yellow line with a length of 48.8 kilometers is the 2nd longest
metro line on the Delhi Metro network. The DMRC started its operation in June-2010, as yellow
line was extended from Qutub Minar till Huda City Centre of Gurugram. A total 6 stations in
Gurugram are covered by Gurugram which are Arjun garh, Guru Dronacharya, Sikandarpur, MG
road, IFFCO chowk and Huda City Centre. As per the published sources of DMRC, the average
daily ridership of Yellow line in year 2015 was 8,31,258 persons. The daily ridership within
Gurugram was 2,80,540 in 2018 across all stations
5
Rapid Metro, Gurugram

The Gurugram metro rail system came into action in 2010. As reported by the authorities, the
phase-I was completed at the cost of Rs 1,100 crore. The phase-II completed at the cost of
2,400 crore was opened to public on 31st March 2017 with five new stations.
In all there are 11 stations, namely Sikanderpur, DLF Phase II, Belvedere Towers, Gateway
Tower, Moulsari Avenue, DLF Phase III, DLF Phase-I, Sushant Lok, Sector 53-54, AIT Chowk
and Sector 55-56. Rapid metro carried 32100 passengers in Phase I and 26427 passengers
in phase II respectively in 2018. The rapid metro phase 1 and 2 is shown in Figure 2-1 below:
Figure 2-1 DMRC Yellow line and Rapid Metro rail alignment
2.5.2 Shuttle (Private App based Bus Service)

Formed in 2015, Shuttl is an app based, office bus service that allows its customers to book
transport using Shuttl’s vehicles, right from their mobile phone. The App is connecting offices in
Gurugram & Noida to homes in Delhi-NCR. With over 1 million rides taken in the first year,
Shuttl partnered with Chirp to reduce congestion, pollution and guarantee passenger seats and
arrival times. As per company’s website, approximately 35,000 people use this service daily.
2.5.3 Bus services

The city lacks proper organized public transport for local/intra -city transport. As an initiative by
the Government, 40 CNG buses have been introduced recently for intra-city movement and on
Delhi-Gurugram route. About 100 private minibuses are operated from Gurugram bus stand to
various towns/villages in the vicinity such as Najafgarh, Bahadurpura, Maruti Udyog, IMT
Manesar, Pataudi, etc. About 125 interstate buses operate between Gurugram and various
6
States/cities daily. Interstate and local minibuses are operated from the bus terminal located
near Fountain Chowk, is in the heart of the city.
2.5.4 Intermediate Public Transport of Gurugram City

The IPT system comprise of autorickshaws, e-rickshaws, Bolero and Tata Magic and are
preferred over public bus system due to better connectivity, frequency, reliability and pricing.
The total IPT route length is estimated to be 117 K.M. These modes operate on major hubs like
metro stations, IFFCO chowk, Bus Stand and Rajiv Chowk. Six- seater auto rickshaws are
operating on many routes in the city. In particular Bolero, tata magic operates on Manesar – MG
road metro, IFFCO chowk route in absence of frequent bus service towards Manesar.
Residential sectors of 29,45,56 etc. are dominated by auto and manual rickshaw. E-rickshaw
have fixed route functioning at metro stations and major junctions Metro while feeder bus
service from bus stand to Sector 55-56 is the only high capacity feeder bus service for metro.
Fig 2-2 shows the IPT route map.
Figure 2-2 IPT Route Map for Different Modes
2.6 Transport Issues in Gurugram

2.6.1 Public Transport and IPT
• The city lacks proper organized and affordable public transport for local/intra -city
transport.
• The private buses/shared autos are crowded, dilapidated, unsafe and often
unreliable
7
• The operations of auto rickshaws are not organized and do not designated locations
for parking and stopping.
• Weak enforcement mechanism leads to issues as rash driving, excessive charging
cover crowding, unscheduled halt and pollution
2.6.2 Road Infrastructure
• Most of roads in Gurugram are two lane roads, leading to heavy traffic congestion on
the streets in city
• There is unorganized and haphazard parking and encroachment on roads which
leads to reduction in road capacity.
• Streetlights are available only on 20% of roads in Gurugram.
• Water logging is acute on roads.
• Proper marking and signage are absent on many roads.
• Many roads lack good riding surface.
2.6.3 Non-Motorized Transport Facilities
• No separate lanes available for NMVs which forces them to share the mainstream
and leads to unsafe traffic conditions on the roads
• There is limited pedestrian crossing facility available making the pedestrian
extremely vulnerable
• Roads with usable footpath are significantly lower than 23% and pedestrians are
forced to walk on the carriageway on many roads
• Foot path is not available throughout the road length and is unusable on many roads.
• Footpaths are also encroached by hawkers and vendors or with obstructions like
transformers and trees.
2.6.4 Bus Terminals

The area available for the bus terminal is limited affecting its operations. The entrance and exit
of the terminal are narrow. The access roads leading to the bus terminal are narrow and
encroached by parkers, hawkers and shop keepers. The facilities are available within the bus
terminal in terms of bus bays, boarding alighting platforms and circulation area are inadequate.
No parking space is present for two wheelers, cars, auto rickshaws, which are found, parking
around Fountain Chowk area.
8
3 Review of Planning Documents

3.1 Development Plan for Gurugram – Manesar Urban Complex, 2031
The Development Plan for Gurugram-Manesar Urban Complex was prepared in 2010 for year
2031, As per notified Development Plan of GMUC, the areas of Gurugram-Manesar Urban
Complex which have so far been developed in public and private sector including existing town
and village abadies would accommodate 22 lakhs population. In order to cater to the future
demand of Gurugram-Manesar Urban Complex an additional area of 22,957 hectares has been
added in the form of urbanisable area for the said complex to accommodate 20.50 lakhs
additional population. Thus, the total urbanisable area of Gurugram- Manesar Urban Complex
would accommodate 42.50 lakhs population by 2031 AD.
3.1.1 Proposed Land Use Distribution

The extent of various land uses as proposed in the Development Plan are given as below in
Table 3-1 -
Table 3-1 Proposed Land uses of GMUC

Sr. No. Land use Area (in Hectares)
1 Residential 16021
2 Commercial 1616
3 Industrial 4613
4 Transport and Communication 4428
5 Public Utilities 608
6 Public and semi public 2027
7 Open spaces 2928
8 Special zone 114
9 Defence land 633
Total land 32988
10 Existing town 406
11 Village abadies 478
Grand Total 33872
9
3.1.2 Proposals for Transportation

For solving the inter-city and intra-city traffic problems of GMUC, new road links have been
proposed as mentioned below: -
o 90 meters wide road link between Vasant Kunj in Delhi to Mehrauli road in
Gurugram.
o 90 meters wide road link from Andheria Mor in Delhi to Gurugram-Faridabad
road in Gurugram through Mandi and Gual Pahari.
o 150 meters wide road link between Dwarka residential complex of Delhi to
Gurugram at National Highway number 8 before Toll Plaza towards Gurugram.
o 90 meters wide road link from junction of sector 63A/64 with V3(b) road of
Gurugram-Manesar Urban Complex-2031 AD to sector dividing road of sector
30/31 of Development Plan of Sohna -2031 AD.
• Existing Delhi-Gurugram Metro Link which terminated at HUDA City Center (Sector
29) is proposed to be extended upto Manesar via Sector 43-44, 52-52A, 56-57,
SPR and NH-8.
• An additional “Mass Rapid Transit System Corridor” along the 150 meters wide
northern link road to Delhi extending from Dwarka in Delhi has been proposed up to
Inter State Bus Terminal proposed near village Kherki Duala.
• The alignment of Regional Rail Transit System (RRTS) linking Delhi to Alwar via
Gurugram passes along NH-8.
3.2 Integrated Mobility Plan for Gurugram- Manesar Urban Complex

(GMUC), 2031
The Integrated Mobility Plan (IMP) for Gurugram-Manesar Urban Complex (GMUC) was
prepared with the vision “Gurugram Manesar Urban Complex will have a high class
sustainable and efficient transport infrastructure that will meet the needs of economic
developments that are proposed in area”
To address the traffic improvements in Gurugram –Manesar Urban Complex, multiple strategies
were proposed which are as follows:
• Land Use and Transport Strategy
• Mobility Corridor Strategy
• Public Transit Strategy
• Non-Motorized Transport Strategy
• Freight Management Strategy
• Traffic Engineering Measures
• Travel Demand Management Strategy
3.2.1 Land Use and Transport Strategy

Considering the anticipated growth in GMUC in the future, the expected population and
employment has been projected under three scenarios namely, ‘Aggressive scenario’,
‘Moderate scenario’ and ‘Realistic scenario’. In the ‘Aggressive scenario’, all proposed SEZs are
expected to come up within the stipulated time, while ‘Moderate scenario’ assumes a lesser
10
growth of the SEZs, compared with the ‘Aggressive scenario’. The ‘Realistic scenario’ assumes
a very low growth keeping in view the global economic meltdown.
3.2.2 Public /Mass Transit Strategy

Public transport corridors for BRT/LRT/Monorail or Metro are proposed in the study. These
corridors can be on existing transport network system either at grade or grade separated,
depending upon the right-of-way (RoW) available. Various parameters such as performing
capacity, geometric constrains, capital & operating costs, alternative analysis etc. would
determine the mass transit option on a corridor. It provides a preliminary guidance in deciding
upon the type of system to be selected for a city.
3.2.3 Non- Motorized Transport Strategy

NMT strategies focus on the following:
• Provide footpath on entire road network and cycle lanes on mobility corridors
• Prevent vendors, pavement dwellers, vehicle parking and other uses from blocking
footpath.
• Create bicycle lanes, where bicycles composition is high and on mobility corridors.
• Integrate cycling with transit.
• Provide bicycle parking/rickshaw stands.
• Develop /encourage bike rentals/sharing
11
4 Traffic Surveys and Studies

To understand the traffic, travel, socio economic and other characteristics of the study area,
extensive traffic surveys and other studies were carried out. Important amongst them are traffic
volume surveys, origin and destination surveys and household surveys.
4.1 Zoning System

The Gurugram Manesar Urban Complex (GMUC) is part of the study area is a part of Haryana
State and it is surrounded by other major cities of Haryana like, Faridabad in east, Jhajjar in
west and by Nuh, Rajasthan in south. For better understanding of travel pattern within the study
area of the entire GMUC have been considered for detailed zoning system. The study area has
been divided into a system of 244 traffic zones and is designated as Traffic Analysis Zones
(TAZ), consisting of 233 internal zones and 11 external zones.
The TAZ map of Gurugram is depicted in below Figures 4-1.
Figure 4-1 Zoning System- Gurugram
12
4.2 Primary surveys

The following traffic surveys have been conducted to collect and understand the base line
scenario of the study area (Table 4-1).
Table 4-1 Surveys Proposed & Status

S. No. Survey Type No. of Locations Duration & Detail
1 Turning Movement Count 5 16 Hours
2 Traffic Volume Count 18 16 Hours
3 Outer Cordon TVC & OD 11 24 Hours
4 Household Survey Samples 6700 6700
Public Transport on Board OD & OD sample is 20% of

5 8 Routes
Boarding & Alighting Boarding’s
Intermediate Public Transport (IPT)

6 24 16 Hours
Surveys
7 Parking On Street & Off street 8 16 Hours
15 Mid Blocks & 5 Junctions

8 Pedestrian survey 20
– Peak Hr.
9 Topographic Surveys at Junctions 3 500M radius of the Junction
10 Metro station LMC 11 Peak hour
11 Road Inventory & Speed 500 Km’s Peak Hour
The brief methodology adopted, location, nature and extent of data collected under each of the
above-mentioned surveys have been discussed below. The data collected have been analyzed
to assess the existing traffic and travel pattern of inter and intra city traffic as well as the socio-
economic characteristics of the study area.
4.2.1 Road Inventory Survey

Road Network Inventory was carried out in order to assess physical characteristics and
condition of primary and secondary roads and to identify the deficiencies in the present road
network. A coded road network in terms of nodes and links have been prepared covering all
primary and secondary roads identified as Urban Arterials, Sub-Arterials and Collector-Streets.
13
The data collected as part of this survey includes road and road side features like carriageway
width, availability of service road, footpath, median, drainage, parking, abutting land-use,
pavement details in terms of pavement type and condition, street furniture that includes street
lighting, road markings, traffic signage and various traffic management measures. The road
network inventory comprises a length of nearly 953 km in the study area. The survey was
conducted by travelling along the identified road network and by collecting details on road
characteristics by visual evaluation, inspection and physical measurements.
4.2.2 Speed and Delay Survey

Speed and delay survey were conducted on the identified road network of 953 km of primary
network to assess the speed and delay characteristics, identify bottleneck spots and their
probable causes, journey and running time along with cause and quantum of delay were
recorded. The speed and delay data are being used to develop travel time matrices used in trip
distribution and traffic assignment stages of demand modelling.
4.2.3 Classified Traffic Volume Count Survey (TVC)

Classified Traffic Volume Count Surveys were conducted in order to appreciate the traffic
characteristics in terms of average daily traffic, traffic composition, peak hour traffic and
directional split at each survey locations at the outer cordon & screen line. Classified Traffic
Volume Count Surveys were conducted at 11 outer cordon locations, 18 screen line locations
for 16 hours on a normal working day.
4.2.4 Intersection Turning Movement Survey

The objective of the survey was to assess the traffic flow and delay characteristics on each arm
at the intersections. The survey was conducted for 16 hours on a normal working day at 5
intersections in the city area. Data collected from these surveys are used for preparation of
geometric improvement plans for critical intersections under the short-term, medium-term and
long-term measures.
4.2.5 Origin –Destination Surveys

The main objective of O-D survey was to obtain information on travel pattern of passenger and
goods vehicles at the cordon line along with the trip desire in terms of destined to/originated
from and through trips to the study area.
The O-D survey was conducted at 11 locations along the outer cordon. The survey was
conducted by roadside interview method for 24 hours on a random sample basis. The survey
elicits information regarding travel pattern between various origin and destination location
including trip purpose, trip length and mode of travel. In addition, details on goods movement in-
terms of commodity by type, tonnage, mode, trip length, lead-load spectrum etc. were also
obtained.
4.2.6 Household Travel Survey

The objective of Household Interview Survey (HIS) was to assess the household,
socioeconomic and trip characteristics of residents within study area. The survey was carried
14
out on a sample basis for 6700 households which is 2% samples of the total households and is
as per the MoUD guidelines for CMP preparation.
The sample households were selected based on simple random sampling technique from the
Electoral Lists. The number of households within each zone was based on the respective
residential population in each zone.
The questionnaire was divided into the three main modules, viz. household information,
personal level information, trip information and public transport user opinion. The questionnaire
was designed to incorporate cross-checks on some of the most important responses for which it
may be difficult to obtain reliable, information like household/ personal income etc.
Details were collected for trips performed by the respondent and the family members during the
previous working day. The trip details were broken down into individual stages to study the
characteristics of linked trips. Selection and training of interviewers is an important component
for successful conduct of household travel surveys.
The household survey provided details on socio-economic and personal characteristics at
household and individual levels. In addition, it provided detailed household trip making pattern
(zone to zone trip tables) and its relationship with socio-economic characteristics. A trip has
been defined as a journey from a place of origin to a place of destination by a person capable of
performing independent trips by any mode, for any purpose and at any time of the day (24
hours).
4.2.7 Parking Survey

Parking facility is an important part of transport system. As one of the important activities of
urban transportation, it is competing for space: both on-street as well as off-street. Parking
survey was carried out to elicit parking supply and demand characteristics for the identified road
stretches. The parking demand characterized in terms of intensity, duration, accumulation etc.
provides a basis for an efficient planning for parking facilities which may be either a new facility
or relocation of existing facility or augmentation of existing facility.
Parking surveys were conducted through registration plate method at 2 on-street locations and
6 off-street parking locations.
4.2.8 Pedestrian Counts

Pedestrian movement along/across the road sections needs to be appreciated to provide a safe
pedestrian environment. Pedestrian Volume Survey was conducted at 20 locations to assess
pedestrian flow across the intersections.
4.2.9 Public Transport Passenger On-Board Survey

The survey has been conducted on about 8 routes in Gurugram, for a period of 12 hours,
covering both peak and off-peak trips. Both surveys were carried out on board in all categories
of buses.
15
Trip characteristics such as origin, destination, trip purpose, and frequency of travel have been
collected as well as socio-economic details of the travelers along with boarding/ alighting survey
on the mentioned routes on random sample number of trips covering both peak and off-peak
traffic of commuters. Except boarding/ alighting survey all other information were collected from
the IPT commuters on 25 operational routes.
16
5 Data Analysis
5.1 Land Use Pattern
Gurugram can be divided into two distinct administrative areas, Municipal Corporation
Gurugram (MCG) and Gurugram Manesar Urban Complex (GMUC) being the extension of the
Gurugram. The areas of Gurgaon-Manesar Urban Complex which have so far been developed
in public and private sector including existing town and village abadis would accommodate 22
lakhs population. In order to cater to the future demand of Gurgaon-Manesar Urban Complex an
additional area of 22957 hectares has been added in the form of organizable area for the said
complex to accommodate 20.50 lacs additional population. Thus, the total organizable area of
Gurgaon- Manesar Urban Complex would accommodate 42.50 lakhs population by 2031. The
land use pattern in the year 2011 and 2031 is shown in Table 5-1 below. It can be seen that of
the total developed area of 8879 ha in 2011 the share of residential, commercial, industrial and
transportation sectors was 70%, 2.4% 15.1% and 7.4% respectively which would change to
52.5%, 5.3%, 15.1% and 14.5% respectively by 2031 with 30473 ha of developed area as
mentioned in Table 5-2.
Table 5-1 Land Use Distribution

2011 2031 (Proposed)
S. No. Land Use Classification Area Area
Share Share
(Ha) (Ha)
1 Residential 6243 63% 16010 47%
2 Commercial 220 2% 1616 5%
3 Industrial 1349 14% 4613 14%
4 Transport and communications 665 7% 4420 13%
5 Public utilities - - 626 2%
6 Public and semi-Public Use 302 3% 2035 6%
7 Open spaces 363 4% 2775 8%
8 Special zone - - 114 0.30%
9 Defence land - - 633 2%
10 Special economic zone - - - -
11 Existing zone - - 406 1%
12 Village Abadies - - 478 1%
13 Others 739 7% - -
Total 9881 100 33726 100%
Table 5-2 Developed Area

S. 2011 2031 (Proposed)
Classification
No. Area (ha) % of Total Area (Ha) % of Total
1 Developed Area 8879 90% 30473 90%
2 Undeveloped Area 1102 10% 3000 10%
Source: Proposed Master Plan of GMUC – 2031
17
Figure 5-1 shows the proposed land use plan in 2031.
Figure 5-1 Proposed Land Use- 2031

Source: Proposed Master Plan of GMUC – 2031 Town & Country Planning Department, Haryana
5.2 Road Network

5.2.1 Road Network Characteristics
The appreciation of road network characteristics is important to assess existing capacity level of
the roads, level of service offered, identify the constraints, if any and assess the potential for
improvement/ up-gradation of the road network to cater the existing and projected demand of
traffic. For the present study an inventory of about 953 km (Table 5-3) of road network
consisting of Expressway, Arterial, Sub-Arterial and Collector Streets was carried out. The data
was analyzed in terms of parameters like number of lanes, right of way (ROW) and divided and
undivided lanes.
Table 5-3 Distribution of Primary Road Network Length

S. No. Road Hierarchy Length (km) Share of Primary Network
1 Expressway 47 4.9%
2 Arterial 162 17.0%
3 Sub-Arterial 240 25.2%
4 Collector 504 52.9%
Total Primary Road Network 953 100.0%
Source: [GIS Database] Open Street Map (OSM), 2019
18
It is seen from the that Gurugram’s 5% of road network is under expressway, arterial road
accounts for 17% share, sub-arterial roads share 25% of road network while collector streets
shares 53% of primary network respectively (Table 5-3).
The major road network, important junctions, and railway lines have been shown in Figure 5-2.
Figure 5-2 Major Road Network System
The distribution of road network by number of lanes shows that about 32% each comprise of 2
lane and 3 lanes respectively (Figure 5-3).
18%
2 lane
32%
4 lane
6 lane
18% 8 lane
32%
Figure 5-3 Number of Lanes

Source: Primary Survey, 2019
19
In terms of right of way, it seen that about 31% of roads are less than 15m wide while only 26%
of roads have carriageway more than 45m. (Figure 5-4).
26%
0-15
31%
15-30
30-45
45-60
12%
31%
Figure 5-4 Right of Way (m)

Most of the network is observed to be undivided roads. Only 21% of the road stretches are two-
way divided (Figure 5-5).
16% 8%
One-way
21%
Two-way, Divided
Two-way, Undivided
Two-way, partly divided

and partly undivided
55%
Figure 5-5 Divided/ Undivided Lane

5.2.2 Travel Time on Road Network

Speed delay surveys were carried out by the floating car method on all the network in GMUC
area. From the figure 5-7, it can be observed that 51% of network length have speed less than
30 kmph whereas 11% of length have speeds greater than 60 kmph. Table 5-4 shows the share
of network length according to speed range.
20
Table 5-4 Road Network Length Distribution by Speeds

Speed Range (in Kmph) Road Length (in Km) Share
Less than 30 410 51%
30 - 40 151 19%
40 - 50 45 6%
50 - 60 110 14%
Greater than 60 92 11%
Total 809 100%
The distribution of road length by speeds and travel time contours from the city center is
depicted in Figure 5-6 and Figure 5-7 respectively below.
Figure 5-6 Distribution of Road Length by Peak hour journey speeds
21
Figure 5-7 Travel Time Contours from City Centre
5.3 Traffic Characteristics

5.3.1 Traffic Characteristics at Outer Cordon Point
The traffic volume counts were conducted for continuous 24 hours on a normal weekday at 11
outer cordon locations to note the traffic volume entering and leaving Gurugram. Among the
outer cordon (OC) locations, maximum traffic in a day was recorded near Delhi- Jaipur
Expressway (Near Ambience Mall) (OC6) with 334683 PCUs (37.3%). The lowest volume was
encountered at Dundahera Road (OC11) with 14,701 PCUs (1.6%). The directional
distributions of traffic volume at outer cordon locations are show in Figure 5-8.
A total volume of 4,47,519 PCUs entering into Gurugram and 4,49,722 PCUs leaving from
Gurugram are encountered at the outer cordon locations in a day. Summary of traffic counts at
outer cordon has been presented in Annexure.
22
Figure 5-8 Traffic Flow Pattern at Outer Cordon (PCU)
Table 5-5 shows the traffic flow distribution at various locations.
Table 5-5 Traffic Flow Distribution

S. No. Location Total (PCU) %
1 Delhi- Jaipur Expressway (Manesar) 161205.5 18
2 Gurugram- Farukhnagar Road 18,194 2
3 Pataudi Road 18,091 2
4 Delhi-Faridabad Road 73,419 8.2
5 MG Road 113905 12.7
Delhi- Jaipur Expressway (Near Ambience
6 334683 37.3
Mall)
7 Old Delhi Road 63,632 7.1
8 Najafgarh-Kapasheda Road 29,986 3.3
9 Sohna-Gurugram Road 54,477 6.1
23
S. No. Location Total (PCU) %

10 Carterpuri Road 14,947 1.7
11 Dundahera Road 14,701 1.6
8,97,241
TOTAL 100
(9,25,261 Vehicles)
Maximum traffic is observed near Delhi-Jaipur Expressway (Near Ambience Mall) (OC6), with
37.3 % of total traffic entering and exiting the city, Delhi-Jaipur Expressway (Manesar) (OC1)
with 18% of total traffic and MG Road (OC5) with 12.7% of total traffic (Table 5-6).
Table 5-6 Traffic Flow Characteristics
S. No Peak Hour % Peak

Location Total (PCU) Peak Hour time
Volume Share
Delhi – Jaipur
1 161205.5 18:15 - 19:15 11989 7
Expressway
2 Farukh Nagar Road 18194 15:30 to 16:30 1186 7
3 Pataudi Road 18090.5 14:45 to 15:45 1226 7
4 Faridabad Road 73418.5 08:30 to 09:30 5789 8
5 MG Road 113905 09:15 - 10:15 8821 6
Delhi – Jaipur
6 334683 10:00 - 11:00 19690 6
Expressway
Old Delhi – Gurugram
7 63631.5 08:30 to 09:30 4754 7
Road
Najafgarh – Kapasheda
8 29985.5 09:00 - 10:00 2354 8
Road
9 Sohna Road 54477 08:45 - 09:45 3879 7
10 Rezang – La Marg 14947 09:30 to 10:30 1229 8
11 Dundahera Road 14701 09:00 - 10:00 1588 11
At all the locations there is not much of variation in morning peak and evening peak traffic. The
peak hour share at all outer cordon location varies from 6% to 8%.
The hourly variation in traffic flow at outer cordon locations is shown below in Figure 5-9.
24
Figure 5-9 Average Daily Traffic at Outer Cordon Points
The Level of Service (LOS) at all the 11 locations were assessed to determine the existing
situation of traffic and the available infrastructure. Peak hour LOS is assessed for all the location
and is presented in Table 5-7.
Table 5-7 LOS at Outer Cordon Points
S. No Peak Hour LOS LOS

Location Peak Time LOS (T)
Volume (PCU) (In) (Out)
Delhi – Jaipur
1 18:15 – 19:15 11989 F E D
Expressway
Farukh Nagar
2 15:30 to 16:30 1186 B C D
Road
3 Pataudi Road 14:45 to 15:45 1226 C C C
4 Faridabad Road 08:30 to 09:30 5789 F F C
5 MG Road 09:15 – 10:15 8821 F F C
Delhi – Jaipur
6 10:00 – 11:00 19690 F F E
Expressway
Old Delhi –
7 08:30 to 09:30 4754 F F C
Gurugram Road
Najafgarh –
8 09:00 – 10:00 2354 A A D
Kapasheda Road
9 Sohna Road 08:45 – 09:45 3879 A C B
Rezang – La
10 09:30 to 10:30 1229 A B C
Marg
11 Dundahera Road 09:00 – 10:00 1588 C E A
25
The LOS at outer cordon locations is shown spatially in Figure 5-10.
Figure 5-10 Level of Service at various Outer cordon survey locations
5.4 Traffic Characteristics at Screen Line

A combination of National Highway and other arterial roads were taken to define the screen line
for the study area in order to understand traffic movement pattern. This survey was conducted
at 18 locations comprising 16 hours classified traffic counts conducted at the crossing facilities.
The average daily traffic (ADT) at various locations is summarized in Table 5-8 below.
Table 5-8 Average Daily Traffic at Screen Line Locations

S. No Location Total (PCU.) %
1 Daulatabad 5083.5 0.6
2 Tikampur 8347 0.9
3 Sec-5 Chowk 41411.5 4.7
4 Vishwakarma Chowk 94428 10.7
5 Ganpati Honda 51000 5.8
6 Golf Course Metro Underpass 68176.5 7.7
26
S. No Location Total (PCU.) %

7 HUDA City Centre Underpass 69259.5 8
8 Sonam Nursery 55634 6.3
9 Subhash Chowk 81671 9.3
10 Kataria Chowk 29657 3.4
11 Basai Chowk 10244.5 1.2
12 Atul Kataria Chowk 46194 5.2
13 IFFCO Chowk 64043 7.3
14 Jharsa Chowk 35232 4
15 Umang Chowk 17206.5 2
16 Rajeev Chowk Underpass 33513.5 3.8
17 Khandsa Village 83076.5 9.4
18 HUDA City Centre 85734.5 9.7
8,79,917
Total 100
(6,28,892 Vehicles)
On an average day about 6,28,892 vehicles pass through the screen line Vishwakarma Chowk
accounting for 10.7% share followed by HUDA City Centre (9.7%), Khandsa Village (9.4%) and
Subhash Chowk (9.3%) respectively. Fig 5-11 shows the screen line traffic at locations 1 to 9
while Fig 5-12 shows the screen line traffic at locations 10-18 respectively.
27
Figure 5-11 Average Daily Traffic at Screen Line Location (Location 1-9)
28
Figure 5-12 Average Daily Traffic at Screen Line Location (Location 10-18)
Along screen line, maximum traffic was observed at Vishwakarma Chowk location (94428
PCUs) (SL4) and low traffic volumes were recorded at Near Daulatabad (5083 PCUs) (SL1). At
all the locations there is not much variation in morning peak and evening peak traffic. The peak
hour share at all screen line location varies from 8% to 13%. Hourly traffic volume and Peak
hour traffic are presented in Figure 5-13 and Table 5-9 respectively.
29
Figure 5-13 Hourly Variation of Traffic at Screen Line
Table 5-9 Peak Hour Analysis of Traffic at Screen Line

S. Total Peak Hour Peak Hour % Peak
No Location
(PCU) time Volume Share
1 Daultabad 5083 09:00 - 10:00 659 13%
2 Tikampur 8347 09:00 - 10:00 862 10%
3 Sec-5 Chowk 41411 18:15 - 19:15 3920 9%
4 Vishwakarma Chowk 94428 10:45 - 11:45 8061 9%
5 Ganpati Honda 51000 08:00 - 09:00 3844 8%
6 Golf Course Metro Underpass 68176 10:45 - 11:45 5853 9%
7 Huda City Centre Underpass 69259 11:00 - 12:00 5707 8%
8 Sonam Nursery 55634 18:00 - 19:00 4896 9%
9 Subhash Chowk 81671 10:00 - 11:00 6937 8%
10 Kataria Chowk 29657 19:30 - 20:30 2449 8%
11 Basai Chowk 10244 08:15 - 09:15 873 9%
12 Atul Kataria Chowk 46194 18:15 - 19:15 4008 9%
13 IFFCO Chowk 64043 09:00 - 10:00 6232 10%
14 Jharsa Chowk 35232 18:15 - 19:15 3669 10%
15 Umang Chowk 17206 08:45 - 09:45 1839 11%
16 Rajeev Chowk Underpass 33513 09:45 - 10:45 3363 10%
30
S. Total Peak Hour Peak Hour % Peak

No Location
(PCU) time Volume Share
17 Khandsa Village 83076 11:30 - 12:30 6981 8%
18 Huda City Centre 85734 17:00 - 18:00 7929 9%
The Level of Service (LOS) for all the 18 locations were analyzed to know the existing situation
of the traffic flow with respect to the present carrying capacity of the road infrastructure. Fig. 5-
14 shows the LOS at various screen line locations.
Figure 5-14 Level of Service at Screen Line
It is observed that Vishwakarma Chowk and Sonam Nursery screen line locations have LOS F
whereas while Sector-5 Chowk, Ganpati Honda, Huda City Centre Underpass and Atul Katariya
Chowk have LOS E. Other nine locations have LOS varying in between A and B. Table 5-10
shows the LOS for peak hour across screen line locations.
Table 5-10 LOS at Screen Line Locations

S. Peak Hour Peak Hour LOS LOS LOS
No Location
time Volume (T) (IN) (OUT)
1 Daultabad 09:00 - 10:00 659 A A A
2 Tikampur 09:00 - 10:00 862 A A A
3 Sec-5 Chowk 18:15 - 19:15 3920 E E D
4 Vishwakarma Chowk 10:45 - 11:45 8061 F F F
5 Ganpati Honda 08:00 - 09:00 3844 E F B
31
S. Peak Hour Peak Hour LOS LOS LOS

No Location
time Volume (T) (IN) (OUT)
6 Golf Course Metro Underpass 10:45 - 11:45 5853 A C C
7 Huda City Centre Underpass 11:00 - 12:00 5707 E F D
8 Sonam Nursery 18:00 - 19:00 4896 F E F
9 Subhash Chowk 10:00 - 11:00 6937 D C F
10 Kataria Chowk 19:30 - 20:30 2449 A C C
11 Basai Chowk 08:15 - 09:15 873 A B B
12 Atul Kataria Chowk 18:15 - 19:15 4008 E D E
13 IFFCO Chowk 09:00 - 10:00 6232 B C C
14 Jharsa Chowk 18:15 - 19:15 3669 A A B
15 Umang Chowk 08:45 - 09:45 1839 A B A
16 Rajeev Chowk Underpass 09:45 - 10:45 3363 A B A
17 Khandsa Village 11:30 - 12:30 6981 B C C
18 Huda City Centre 17:00 - 18:00 7929 F F F
The traffic composition amongst different modes varies considerably at different screen line
locations as shown in Table 5-11 below.
Table 5-11 Traffic Composition at Screen Line
Location Passenger
LCV Trucks Tractor NMT Total
Vehicles
Daultabad 85% 7% 6% 2% 1% 100%
Tikampur 86% 10% 3% 1% 1% 100%
Sec-5 Chowk 92% 3% 0% 0% 4% 100%
Vishwakarma Chowk 96% 1% 0% 0% 2% 100%
Ganpati Honda 96% 1% 0% 0% 3% 100%
Golf Course Metro Underpass 98% 2% 0% 0% 0% 100%
Huda City Centre Underpass 98% 2% 0% 0% 0% 100%
Sonam Nursery 94% 3% 1% 0% 1% 100%
Subhash Chowk 95% 3% 1% 0% 1% 100%
Kataria Chowk 87% 2% 0% 0% 10% 100%
Basai Chowk 90% 4% 0% 1% 5% 100%
Atul Katariya Chowk 94% 2% 0% 0% 4% 100%
32
Location Passenger
LCV Trucks Tractor NMT Total
Vehicles
IFFCO Chowk 97% 2% 0% 0% 1% 100%
Jharsa Chowk 95% 1% 0% 0% 4% 100%
Umang Chowk 90% 5% 0% 0% 5% 100%
Rajiv Chowk Underpass 97% 3% 0% 0% 0% 100%
Khandsa Village 91% 7% 2% 0% 0% 100%
Huda City Centre 98% 0% 0% 0% 2% 100%
It is observed that along the screen line, passenger vehicles account for 95 % with the
remaining 5% distributed among LCV, trucks, tractor and NMT. The freight vehicles
predominate at Daultabad, Tikampur and Khandsa village. In terms of NMT location such as
Kataria Chowk, Basai and Umang Chowk exhibit their higher share compared to other locations.
The mode wise average occupancy of each mode has been estimated at eight OC locations as
presented in Table 5-12 below.
Table 5-12 Mode-wise Average Occupancy

Mode OC-2 OC-3 OC-4 OC-7 OC-8 OC-9 OC-10 OC-11
Two-Wheeler 1.7 1.7 2.0 1.6 1.2 1.3 1.3 1.2
Pvt. Car 3.4 2.1 2.1 2.3 2.0 2.1 1.8 1.7
Taxi 1.2 2.4 2.2 2.3 2.1 2.0 1.9 1.6
Auto Rickshaw 0.7 3.1 2.6 3.1 2.3 4.3 1.9 1.3
Shared Auto 0.8 3.3 - 3.1 4.0 4.8 1.0 1.4
Minibus 1.7 7.3 16.8 18.4 25.3 20.7 9.5 -
Govt. City Minibus 2.1 1.0 - 11.3 41.7 1.0 - -
Govt. City Bus 1.0 30.0 23.7 33.4 31.5 47.0 - -
Govt. Inter-city Bus 3.4 - 30.0 16.5 41.9 31.8 - -
Pvt. City Bus 2.7 - 35.0 13.3 29.2 46.1 10.5 -
Pvt. Inter-city Bus 4.1 - 20.0 21.8 - 40.0 - -
School Bus 1.2 - 12.3 23.2 20.6 14.8 - 1.0
Cycle 0.0 - - 1.2 1.0 1.1 - 1.0
33
5.5 Household Socio-Economic & Travel Characteristics

An appreciation of the demographic, socio-economic and travel characteristics of the people of
an area is important to understand the travel needs of the people, their propensity to travel,
preferences for travel modes etc. Such an understanding helps in rational policy formulation,
decision making and in identification of relevant transport system to serve the area.
For the present study extensive household travel survey were carried out comprising 6700
households (about 2% of total population) to determine the socio-economic and travel
characteristics. The surveys were carried out on systematic random sampling basis in the study
area.
5.5.1 Socio-Economic Characteristics

The average household size in the study area has been estimated as 3.8. The distribution of
household by size has been presented in the Figure 5-15 below.
Figure 5-15 Household Size
In terms of vehicular ownership about 65% of households own two wheelers followed by 23%
owing cars (Figure 5-16).
34
Figure 5-16 Vehicle Ownership Distribution
In terms of income distribution, it is seen from Fig 5-17 that about 48% of households have
income of than Rs. 20000 pm while 45% lie in income range of Rs. 10000 – 20000 per month.
About 2% of households earn below Rs 5000 pm while 4% earn between Rs 5000-10000 pm.
Figure 5-17 Household monthly Income distribution
In terms of monthly expenditure on transport about 40% of households spend in excess of Rs

2000 pm followed by 26% families who spend in the range of Rs 1000- 1500 and another 15%
in the range of Rs 1500 -2000 respectively (Figure 5-18).
Figure 5-18 Monthly Expenditure on Transport (Rs)
5.5.2 Travel Characteristics

Data on trip information has been analysed with a view to assess the travel characteristics in the
study area. The travel and socio -economic characteristics will form the basis in constructing the
travel demand model for the study area. An estimated 21.8 lakh vehicular trips were performed
on an average day within the study area. The per capita trip rate (PCTR) assessed from the
household surveys shows that the value including walk trips accounts for 1.90 and without walk
trips it is 1.30 (Table 5-13)
35
Table 5-13 Per-Capita Trip Rate (PCTR)

PCTR (with walk) 1.90
PCTR (without walk) 1.30
For trips including walk, nearly 48.5% trips are made by walk followed by two-wheeler with 21%
share. The overall mode share of public transport observed is 7.3%. Figure 5-19 below presents
the modal shares of entire study area including walk trips.
Figure 5-19 Mode of Travel (with Walk)
Amongst vehicular trips (excluding walk) two wheelers account for 41% share followed by cars
(19.3%), autorickshaws (15.2%) and minibuses (13.1%) share respectively (Figure 5-20).
Figure 5-20 Mode of Travel (without Walk)
In terms of purpose of travel, it is observed that work trips account for 21% share followed by
17% share of education related travel and 8% of trips for shopping respectively while 49% trips
were for return home purpose. Considering the overall mobility walks accounts for 42% share,
followed by 34% of education and 16% share for shopping purpose respectively (Figure 5-21).
36
Figure 5-21 Purpose of Travel
In terms of trip length analysis, the average trip length overall at the city level is 7.1 km while it
varies across for different modes as shown in Table 5-14. The modal trip lengths in case of
public modes vary between 6 km for minibuses to 17.9 km for standard buses while for
personalized modes the average trip length vary from 6.3 km in case of two wheelers to 10.8 km
in case of cars respectively.
Table 5-14 Mode-wise average trip length (km)

S. No.
Mode Average trip length (km)
1 Scooter/ Motorcycle 6.3
2 Car/ Van 10.8
3 Minibus 6.0
4 Standard Bus 17.9
Overall 7.1
Mode wise trip length frequency distribution is shown in Figure 5-22 where in it is seen that 80%
of car trips are for a length of 10 km while it is till 5 km for two wheelers respectively. In case of
standard buses 80% of trips are confined below 17 km or so while for minibuses it is below 5 km
respectively. It shows that two wheelers are largely an intra city mode while cars to some extent
are also used for inter-city commuting particularly to cities outside Gurugram such as Delhi etc.
37
120.00%
100.00%
Cumulative Frequency (%)

80.00%
60.00%
40.00%
20.00%
0.00%
0 10 20 30 40 50
Trip Length (km)
Scooter / Motor Cycle Car / Van Mini Bus Standard Bus
Figure 5-22 Mode-wise TLFD (without Walk Trips)
Figure 5-23 shows the trip length frequency distribution of vehicular trips which shows that 80%
of trips have trip length around 5 km.
Trip Length Frequency Distribution

(without Walk Trips)
Cumulative Frequency
120%
100%
80%
60%
40%
20%
0%
0 1 5 10 15 20 50 100
Trip Length (km)
Figure 5- 23:Trip Length Frequency Distribution (TLFD)
A comparative analysis of mobility indicators with other studies carried in the study area
between 2017-19 is shown in Table 5-15. It is observed that there is close resemblance in
mobility values, particularly in PCTR.
Table 5-15 Comparison of mobility parameters cross studies

S. No. Mobility Parameter DIMTS – 2017* RITES – 2018** SPA – 2019
1. Average Household Size 3.4 4.2 3.8
Average Household Income 56665
2. PCTR (including Walk) 1.83 1.48 1.9
38
S. No. Mobility Parameter DIMTS – 2017* RITES – 2018** SPA – 2019

3. PCTR (excluding Walk) 1.34 1.29 0.8 – 1.3
4. Average Trip Length (ATL)
Overall 4.8 Km 7.25 Km 7.1 Km
Cars 8.49 Km 11.54 Km 10.8 Km
Two Wheelers 7.48 Km 8.42 Km 6.3 Km
Bus 8.03 Km 7.94 Km 17.9 Km
5. Mode Share (without Walk Trips)
Cars 13% 9.29% 19.3%
Two Wheelers 36% 35.97% 40.8%
Bus 10% 9.58% 14.2%
*Implementation of City Bus Service Project in Gurugram – Bus Route Planning and Rationalization, DIMTS (2017)
**DPR for Metro Rail connection from HUDA City Centre to Sector 22, Gurugram, RITES (2018)
5.6 Public Transport System Characteristics

Public transport system is one of the important and essential components of a transport plan. In
the present study public transport/ paratransit boarding and alighting survey was carried out to
assess the general characteristics of public transport operations and identify their problems and
needs. Intra-city public transport system of the city is road based, with limited penetration of
Metro system into the city, mainly provided by buses and Intermediate Public Transport (IPT)
modes. In all 8 operational bus routes were surveyed with 20% of data sample of total boarding
happening in the city.
5.6.1 City Bus
5.6.2 Bus Route Characteristics

As per the study by DIMTS in 2017, the total daily passenger demand generated for the city of
Gurugram is 96,363 passengers with buses plying on 28 routes (24 routes of HSRTC and 4
routes are private (Figure 5-24)) (Table 5-16).
Table 5-16 City Bus Routes (within Gurugram)

Total Demand (DIMTS Study - 2017) 96363
Total Bus Routes (DIMTS Study - 2017) HSRTC: 24 Routes; Private: 4 Routes
Total Bus Routes (Present Study) HSRTC: 16 Routes; GMCBL: 2 Routes
39
Figure 5-24 City Bus- Gurugram
There are total 21 bus routes operational in the city with the common origination point from city
center that is Bus Stand having coverage in all the direction with the maximum route length of
86.20 km and minimum of 2.92 km shown in Figure 5-25 and route details mentioned in Table
5-17.
Figure 5-25 City Bus Route (within Gurugram)
Table 5-17 City Bus Routes (within Gurugram)

Route From To Distance (Km.) Fleet Size
1. Bus Stand Kendriya Vihar 9.28 8
2. Bus Stand Kapashera Border 7.38 3
3. Sector 29 Railway Station 8.41 16
40
Route From To Distance (Km.) Fleet Size

4. Bus Stand New Colony 2.92 2
5. Bus Stand Dundahera 6.51 12
6. Bus Stand Dharampur 7.78 2
7. Bus Stand Palam Vihar 7.73 6
8. Bus Stand Badshapur 15.61 5
9. Sector 29 ESI Hospital 8.58 1
10. Bus Stand IMT Manesar 18.93 4
11. Bus Stand Sohna 28.31 1
12. Bus Stand Sector 56 13.51 4
13. Bus Stand Maruti Kunj 18.56 1
14. Bus Stand Greenfield Colony 34.73 1
15. Bus Stand IFFCO Metro Station 5.66 4
16. Bus Stand Kanheli 86.20 2
17. Bus Stand Bhondsi 14.45 1
18. Bus Stand Kasan 20.14 1
19. Bus Stand Baadarpur Border 30.12 1
20. Huda Metro Hero Honda Chowk 7.28 5
21. Sector 29 Vatika Sector 82 16.00 2
Survey was conducted on the following routes mentioned in Table 5-18, to capture the detail on-
board about boarding and alighting, origin and destination of the passengers and user
characteristics.
Table 5-18 Surveyed Bus Routes (both within & connecting outside Gurugram)
S. No. Operator Route Surveys Trips
1. Gurugram Bus Stand to Anand Vihar 2
Onboard
2. Gurugram Bus Stand to Dundahera Boarding – 5
Haryana State Alighting
3. Gurugram Bus Stand to Kasan 3
Road Transport
4. Corporation Gurugram Bus Stand to IMT Manesar Onboard Origin – 3
Destination
5. (HSRTC) Gurugram Bus Stand to Palam Vihar 7
On Board User
6. HUDA City Centre to Badshahpur Characteristics 4
HUDA City Centre to Gurugram
7. 3
Railway Station
41
S. No. Operator Route Surveys Trips

Gurugram 5
Metropolitan
8. City Bus Limited HUDA City Centre (Loop)
(GMCBL)
The total boarding volume of passengers captured on the 8 operational bus routes throughout
the day was estimated to be 95,833 passengers with the route wise passenger boarding as
mentioned in Table 5-19. The bus route Gurugram bus stand to Dundahera followed by bus
route HUDA city center to Gurugram Railway station exhibit maximum passenger boarding of
36,645 and 26,640 respectively
Table 5-19 Passengers Boarding on Surveyed Routes

S. No. Route Passenger Daily Boarding
1. Gurugram Bus Stand to Anand Vihar 975
2. Gurugram Bus Stand to Dundahera 36645
3. Gurugram Bus Stand to Kasan
4. Gurugram Bus Stand to IMT Manesar 5050
5. Gurugram Bus Stand to Palam Vihar 1635
6. HUDA City Centre to Badshahpur 10087
7. HUDA City Centre to Gurugram Railway Station 26640
8. HUDA City Centre (Loop) 7172
Total Demand 95833
Public Transport Accessibility Level (PTAL)

Accessibility is one of the most important outcomes of the transportation system. Public
transport can be more attractive by providing “Door to door mobility” and development of
transportation services is an important factor of social quality. Public transport accessibility has
gained vital importance in designing and evaluating the transit system in terms of mobility and
sustainability.
In the present study London’s PTAL calculation methodology has been used which entails
defining a point of interest (POI) and service access points (SAP). POI is a point for which the
accessibility level is to be measured with reference to an SAP (e.g., bus stop, metro station,
etc). SAPs have a pre-defined catchment area measured as 8-minute walk for buses and 12-
minute walk for rail-based services. Total access times are calculated using walk times and
average waiting times for each SAP and for each of the public transport service available at that
42
SAP. A reliability factor (measured in minutes) is added to the average waiting time to account
for the delay in a public transport service. These total access times are then converted to
equivalent doorstep frequency, which are used to calculate the accessibility index (AI) for each
POI. The overall AI for a POI is the sum of AI for all available public transport modes.
From the application of PTAL approach in the case study area it is observed that overall
average public transport accessibility level in Gurugram is 2.8, which falls in very poor category
and needs immediate action for improvement (Table 5-20). Figure 5-26 shows the public
transport accessibility levels in the study area which generally is poor except few sectors.,
namely sector 25 and 12A.
43
Figure 5-26 Public Transport Accessibility Level of Gurugram
Table 5-20 PTAL of Gurugram
Passenger Load Profile of Bus Route

Passenger load profiles in terms of boarding and alighting patterns of passengers on selected
bus routes were analyzed to assess the major boarding and alighting points of bus passengers
besides the section load. In all 6 routes including one loop route were captured in the survey.
The detailed boarding alighting analysis has been elaborated in the data analysis report
submitted to the client. However, Table 5-21 shows the salient characteristics of maximum
boarding and alighting passengers on each route along with maximum section load.
Table 5-21 Passenger Load characteristics on Surveyed bus routes in Gurugram

Maximum
S.no Average Average
Bus Route Name Location Location Section
Boarding Alighting
Load
Dir 1: Gurugram Bus Gurugram Sarai Kale
41 8 47
stand to Anand Vihar Bus Stand Khan
1
Dir 2: Anand Vihar to
43 Anand Vihar 8 IFFCO Chowk 46
Gurugram Bus Stand
Dir1: Gurugram Bus Gurugram
4 6 Dundahera 7
Stand to Dundahera Bus Stand
2
Dir 2: Dudahera to Gurugram Bus
9 Dundahera 4 10
Gurugram Bus Stand Stand
Dir1: Gurugram Bus Gurugram
28 12 Palam Vihar 28
Stand toPalam Vihar Bus Stand
3
Dir 2: Palam Vihar to Gurugram Bus
11 Palam Vihar 11 19
Gurugram Bus Stand Stand
Dir 1: Huda to
20 HUDA 15 Badshahpur 25
Badshahpur
4
Dir 2: Badshahpur to
20 Badshahpur 15 HUDA 29
HUDA
Dir 1: Huda to Railway Railway
5 28 HUDA 10 28
station station
44
Maximum
S.no Average Average
Bus Route Name Location Location Section
Boarding Alighting
Load
Dir 2: Railway station to Railway
20 13 HUDA 20
HUDA station
Huda to Huda Loop
6 19 HUDA 9 Basai Chok 40
Route
Bus User Characteristics

The characteristics of the public transport user in terms of education level reveal that 35.9% of
the total sample users have secondary level education, 27% are graduate and only 1.6% have
professional educational qualification (Figure 5-27).
5.8% 1.6% 14.9%

Illiterate
School
27.0%
HSC
Graduate
35.9% PG
Professional
14.8%
Figure 5- 27:Education Level
In terms of per trip expenses, 39% of users pays Rs. 10-20 for their trips made while 8% pas
Rs. 30-40 respectively (Figure 5-28).
8%
18%
0-10
35% 10-20
20-30
30-40
39%
Figure 5- 28:Travel Expenditure Distribution
In terms of occupational characteristics, 42% of the users have private sector job, 7% were
housewives while 16% were students respectively (Figure 5-29)
45
13% 7%
Govt. Service
1%
2% Pvt. Service
5%
Business
Student
16% 42%
Housewife
Retired
Unemployed
14%
Figure 5- 29: Occupation levels
5.7 Intermediate Public Transport (IPT)

Intermediate Public Transport (IPT) survey was conducted at 24 locations across the city at all
the existing routes of IPT service.
5.7.1 User Characteristics

The average cost paid by the IPT users is observed to be between Rs. 5-10. Trips by IPT mode
is mostly made for work purpose and business (41%) followed by education (8%), social (7%)
and shopping (6%) purposes respectively (Figure 5.30 and Table 5.22) .
8 Work
30 Business
14
Education
5
Social
6
Shopping
5 11
6
7 8
Figure 5- 30:Trip Purpose
Table 5- 22:Trip Purpose Distribution

Trip Purpose
Share
Work 30%
Business 11%
46
Trip Purpose
Share
Education 8%
Social 7%
Shopping 6%
Tourism 5%
Religious 6%
Health/ Hospital/Clinic 5%
Return Home 14%
Other purposes 8%
Total 100%
5.8 Mass Rapid Transit System

5.8.1 Ridership on metro system
The MRTS system of Gurugram comprises of 5 stations of Yellow Line of DMRC Ltd. and 11
stations of Rapid Metro. DMRC Yellow Line has 5.3 km of network length and Rapid Metro is
11.7 km of network length. The total ridership on the Rapid Metro is 61000 passengers and for
the five stations of yellow line the ridership is 2,80,412 passengers in 2018. The Metro station
wise ridership on all the stations falling in GMUC jurisdiction are shown in Table 5-23 and Table
5-24 respectively.
Table 5-23 Rapid Metro

Rapid Metro Stations
Daily Average Ridership
Sikanderpur 1100
Phase-2 3800
Belvedere Tower 4200
Cyber City 9400
Micromax Moulsari Avenue 2500
Phase-3 11,500
Phase-1 1600
Sector 42-43 6400
Sector 53-54 4400
54 Chowk 7300
Sector 55-56 8800
Total 61000
47
Table 5-24 Yellow Line (DMRC)

Metro Stations
Daily Average Ridership
Guru Dronacharya 23,690
Sikanderpur 45,271
MG Road 63,515
IFFCO Chowk 43,582
Huda City Centre 1,04,354
Total 280412
Table 5-25 shows the comparative features of Yellow line and Rapid metro operational in
Gurugram. It is seen that metro ridership on yellow line far exceeds that on the Rapid metro in
terms of ridership density per unit of metro length.
Table 5-25 DMRC & Rapid Metro Characteristics within Gurugram

Metro Line
Length (km) Footfall Stations
DMRC- Yellow Line 5.3 280,540 5
Rapid Metro- Phase I 4.9 32,100 6
Rapid Metro- Phase II 6.8 26,427 5
5.9 Last Mile Characteristics

The last mile characteristics around Yellow Line is mentioned in Table 5-26. It is seen that the
maximum average trip length is for HUDA City Centre of 8.4 km and the least is observed at
Sikandarpur of 3.2 km. About 76% of riders are travelling for work purpose.
Table 5-26:Last-Mile Characteristics around Yellow Line

Yellow Line
Measures
HUDA CC IFFCO Chowk MG Road Sikandarpur Guru Drona
ATL (Km.) 8.4 6.3 3.7 3.2 3.6
Purpose: Work 50.7% 66.7% 64.5% 76.2% 56.7%
Purpose: Social 19.4% 15.4% 7.2% 8.2% 23.6%
48
For Rapid metro stations the average trip length is varying between 0.4 km to 1.8 km with
highest trip length of 4.5 km for Sector 55-56. Around 80% of riders are using this service for
work purpose trip as shown in Table 5-27 and 5-28 respectively.
Table 5-27 Last-Mile Characteristics Around Rapid Metro- Phase I

Rapid Metro: Phase I
Measures
Cyber City Moulsari Phase II Phase III Sikandarpur Vodafone
ATL (Km.) 0.5 0.9 0.4 0.4 1.4 0.5
Purpose: Work 81% 75% 73% 73% 60% 71%
Purpose: Social 9.4% 18.2% 10.2% 10.2% 28.4% 19.4%
Table 5-28 Last-Mile Characteristics around Rapid Metro- Phase II

Rapid Metro: Phase II
Measures
Phase I Sector 42-43 Sector 53-54 Sector 53 Sector 55-56
ATL (Km.) 1.8 0.9 1.0 1.5 4.5
Purpose: Work 54.3 84.6% 85.5% 58.5% 83.6%
Purpose: Social 26.4 10.5% 4.2% 28.0% 6.3%
Figure 5.31 shows the access/dispersal modes to and from the metro stations in the study area
along with available feeder transport system available. It is observed that walk is predominant
access/dispersal mode in stations located amongst high density settings and with a good
walkability environment.
49
Figure 5-31 Access & Dispersal Modes for the Passengers
5.9.1 Walkability levels

The main objective of calculating the Walkability index may be summarized as follows: 1)
Generating awareness of Walkability as an important issue in developing cities, 2) Providing city
officials with an incentive to address Walkability issues, 3) Helping city planners understand
scope and extent of local pedestrian conditions, relative to other cities, 4) Providing city
planners with the information necessary to identify specific pedestrian-related shortcomings, as
well with recommendations for next steps.
The methodology adopted to calculate the walkability index in case of Gurugram has taken
under consideration the parameters as stated above with further considerations. The scoring
would range between 0-5, where 0 states worst condition and 5 states highly suitable for
walking. Walkability score will be calculated for each sector and TAZ individually for an overall
comparison.
The parameters taken into consideration can be stated as: a) Footpath Availability, b) Footpath
Width, c) Encroachment, d) Effective footpath width, e) Kerb Height, and f) Footpath Condition.
Rating for each type has been done as follows:
• Footpath Availability - Available Footpath Length* Available Footpath %, where,

available footpath length = Footpath Network Length
• Footpath Effective Width – Available length with footpath/ Total Road Length) * (% of
footpath having effective width >= 1.8m) *1 else rating 0
50
• Kerb Height – Available length with footpath/ Total Road Length) * (% of footpath
having effective width >= 1.8m) * (% of footpath network below 15cm) *2
• For between 15-20 cm, rating to be multiplied by 1 and above that 0
• Footpath Condition – Available length with footpath/ Total Road Length) * (% of
footpath having effective width >= 1.8m) * (Footpath Network with Kerb height =<20cm
and condition ‘good’ / Footpath Condition is ‘good’) *1 else rating 0
The submission of rating obtained from above parameters would give a combined score
between 0-5 where, 0 – Not fit at all (Worst), 0-1 – Poor Condition, 1-2 = Below Average, 2-3 =
Average Walkable, 3-4 = Suitable for Walking, 4-5 = Highly Walkable
Figure 5-32 shows the walkability index around the metro stations while Figure 5-33 and Figure
5-34 graphically shows the walkability index around different stations on the metro lines.
Figure 5-32 Walkability Index Around the Metro Stations
51
Figure 5-33 Walkability Index (within 2.0 km)
Figure 5-34 Walkability Index (within 0.5 km)
5.10 Parking Characteristics

Parking characteristics within GMUC area have been analysed with two on-street and six off-
street locations in the area having commercial and public and semi-public land use
characteristics, which are the major attraction points of vehicle in the city (Figure 5-35).
52
Figure 5-35 Parking Locations Surveyed
5.10.1 On-Street Parking

Parking surveys were carried out at two on street locations for 16 hours. Table 5-29 shows the
peak hour parking accumulation at Atlas Chowk and Shankar Chowk respectively. Atlas Chowk
exhibit a higher accumulation of 601 ECS in comparison to Shankar Chowk (236 ECS)
Table 5-29 Peak Hour Parking Accumulation for On-Street Locations

Location Peak Hour (HH:MM) Peak Accumulation (ECS)
Atlas Chowk 13:00-14:00 601
Shankar Chowk 17:30-18:30 236
Figure 5-36 and Figure 5-37 shows the parking duration at the two sites. It can be observed that
on street parking at Atlas Chowk is done mainly for long term, i.e., more than 8 hours while it is
for short term duration at Shankar Chowk which also exhibits auto rickshaw and e-rickshaw in
addition to cars and two wheelers.
53
80%
Percentage of Parked
60%
Vehicles
40%
20%
0%
Upto 1 Hr 1-2 hr 2-4 hr 4-8 hr >8 hr
Parking Duration
Car (%) 2 W (%)
Figure 5-36 Parking Duration (Atlas Chowk)

100%
80%
Vehicles
60%
40%
20%
0%
Upto 1 Hr 1-2 hr 2-4 hr 4-8 hr >8 hr
Parking Duration
Car 2W Auto Rickshaw E-Rickshaw
Figure 5-37 Parking Duration (Shankar Chowk)
5.10.2 Off-Street Parking

Surveys were carried out at six off street parking lots, namely, HUDA Designated parking,
Encore Capital Group, IFFCO Chowk, INDIGO, Millennium Plaza S27 and Rajeev Chowk. At all
the locations parking for two-wheelers, car, auto rickshaw and E-rickshaw were observed but at
the HUDA short term parking of IPT modes and mini LCV was observed prominently. It can be
observed from following figures and table that the vehicles are parked at HUDA, Encore Capital
Group and Millennium Plaza S27 are of short-term period and at IFFCO, INDIGO and Rajeev
Chowk for long term.
Table 5-30 shows the peak hour accumulation at off street locations
Table 5-30 Peak Hour Parking Accumulation for Off-Street Locations

Location Peak Hour Peak Demand (ECS/Hr)
HUDA Designated Parking 16:00-17:00 117
Encore Capital Group 14:30-15:30 114
IFFCO Chowk 13:00-14:00 893
54
Location Peak Hour Peak Demand (ECS/Hr)

INDIGO 13:00-14:00 1752
Millennium Plaza S27 12:00-13:00 247
Rajeev Chowk 12:30-13:30 976
It is observed that maximum peak accumulation takes place at INDIGO (1752 ECS) followed by
Rajeev Chowk (976 ECS) and IFFCO Chowk (893 ECS) respectively. The peak hour
accumulation generally takes place in the afternoon at all the locations. Figure 5-38 shows the
comparative analysis of peak hour accumulation at various locations
Figure 5-38 Peak hour parking accumulation at different locations
The parking duration at all the locations is shown in Figures 5-39 to 5-44 below.
100%
80%
Vehicles
60%
40%
20%
0%
Upto 1 Hr 1-2 hr 2-4 hr 4-8 hr >8 hr
Parking Duration
Car 2W Auto Rickshaw Bus Mini LCV
55
Figure 5-39 Parking Duration (HUDA Designated Parking)
120%
Percentage of Parked Vehicles

100%
80%
60%
40%
20%
0%
Upto 1 Hr 1-2 hr 2-4 hr 4-8 hr >8 hr
Parking Duration
Car (%) 2 W (%)
Figure 5-40 Parking Duration (Encore Capital Group)
80%
70%
60%
Percentage of Vehicles
50%
40%
30%
20%
10%
0%
Upto 1 Hr 1-2 hr 2-4 hr 4-8 hr >8 hr
Parking Duration
Car 2W
Figure 5-41 Parking Duration (IFFCO Chowk)
100%
90%
80%
Percentage of Vehicles
70%
60%
50%
40%
30%
20%
10%
0%
Upto 1 Hr 1-2 hr 2-4 hr 4-8 hr >8 hr
Parking Duration
Car 2W
56
Figure 5-42 Parking Duration (Millennium Plaza S27)
100
80
60
40
20
0
Upto 1 Hr 1-2 Hrs 2-4 Hrs 4-8 Hrs >8 Hrs
Car 2W
Figure 5-43 Parking Duration (INDIGO)
40
Parking Duration
35
30
25
20
15
10
5
0
Upto 1 Hr 1-2 Hrs 2-4 Hrs 4-8 Hrs >8 Hrs
Figure 5-44 Parking Duration (Rajeev Chowk)
Parking duration at IFFCO chowk, INDIGO and Rajeev Chowk exhibit long term duration
parking behaviour while rest locations reflect predominantly short-term duration
5.11 Pedestrian Characteristics

In order to study and assess the requirements of pedestrian facilities in areas of intense
pedestrian movement, pedestrian surveys were conducted at 15 locations as shown in Figure 5-
41 and in Table 5-31.
57
Figure 5-45 Pedestrian Surveyed Locations
Table 5-31 Pedestrian Surveyed Locations

S. No. Location
1 Bhim Nagar Chowk
2 Bhim Nagar
3 Bus Stand
4 Good Earth City Centre
5 Haryana Urban Development Authority
6 Huda Colony
7 Mahaveer Chowk
8 Maruti Suzuki Gate No. 1
9 Ravi Nagar
10 Sec-4 Laxman Vihar
11 Sheetla Mata Mandir
12 Shukrali
58
S. No. Location
13 Sikandarpur
14 Tau Devilal Park
15 Vimla Society
The peak hour across and along road pedestrian flow is shown in Figure 5-46 to Figure 5-48.
Figure 5-46 Pedestrian Flow Characteristics
600 534 547

500
400 318
282
300 225
Peak Hour Flow
172
200 110 115 130
94 63 63 87 65
100 52
0
Survey Location
Figure 5-47 Peak Hour Pedestrian Flow (Across the Road)
It has been observed that there is a significant pedestrian movement across road at Bus Stand
(547 pedestrians) and Mahaveer Chowk (534 pedestrian). Further in terms of peak hour
59
pedestrian flow along the road locations such as Bus Stand (2681 pedestrians), Mahavir Chowk
(2020 pedestrians) and Sheetla Mata Mandir (1338 pedestrians) respectively exhibit intense
pedestrian flows in the peak hour.
3000 2681
2500
2020
2000
1500 1338
Peak Hour Flow
1000 659
422 545
500 283 346 295
122 206 173 206 133 107
0
Survey Locations
Figure 5- 48 Peak Hour Pedestrian Flow (Along the Road)
5.12 Establishment Characteristics

5.12.1 City Level
Establishment surveys provide useful inputs about the built-up details of various establishments
as well as the trip attraction rates for typologies of establishments which is used in base line
travel demand modelling as well as used for estimating employment levels and likely trips for
given land use pattern in future. In the present study the findings of the study carried out by
SPA (2018) were adopted. This study was conducted in 46 survey zones across typologies of
establishments covering in all 525 establishments. The sample establishments included 67%
commercial, 30% public and semi-public and 3% were industrial establishments. Table 5-32
shows the sample details.
Table 5-32 Sample coverage by type of Establishment

Establishment Estimated Floor
Type Percentage
Area (Sqm)
Commercial 67 10,68,036
Public-Semi Public 30 6,22,749
Industrial 3 91,820
Total 100 17,82,605
Source: Primary Survey (SPA study, 2018)
60
The trip attraction rates for developed and underdeveloped area is shown in Table 5-33.
Table 5-33 Trip Attraction Rates of Establishments (Trips per Sq. m)

Developed Area Underdeveloped Area
Commercial 0.459 Commercial 0.402
Public Semi Public 0.387 Public Semi Public 0.360
Industrial 0.159 Industrial 0.177
It is observed that trip attraction rates in developed area varies between 0.459 per sq. m in
commercial establishments to 0.159 in industrial establishment
3.1.1. Around Metro Stations
In all 30 establishments around metro stations were also enumerated as part of the
establishment surveys. Table 5-34 shows the details of establishments by typology.
Table 5-34 Sample coverage by type of Establishment

Establishment Type Percentage
Private Office 17
Clinic 23
Educational 10
Hotel 7
Restaurant 10
Shopping Complex 3
Furniture 7
Garments 10
Household 7
Salon 3
Sports 3
Total 100
The average floor area of different uses around the metro station specific to Sector 42-43 and
Sector 43-54 is given in Table 5-35. Which is higher for P1 (Offices) that is 25 trips/100 sqm
followed by C1 (Retail Shops) with 23 trips/100 sqm.
61
Table 5-35 Average Floor Area of Uses around Metro Stations (sq.mt)
Use Sector 42-43 Sector 43-54
Private Office (P1) 4700 30575
Clinic (P3) 350 -
Educational(P2) 335 350
Hotel (C5) 11070 22140
Restaurant (C2) 110 730
Shops (C1) 630 6590

Table 5-36 shows the trip attraction rates of different types of establishments. It is seen that trip
attraction rates /100 sqm floor area varies from 49 in food courts, 23 in retail shops, 25 in
offices, 17 in institutional uses etc. respectively.
Table 5-36 Trip Attraction Rates of Establishments

Land use Trip Attraction Rate Per 100 Sqm floor area
C1 (Retail Shops) 23
C2 (Food Courts) 49
C4 (Regulated Weekly market/ Informal) 5
C5 (Hotel) 4
P1 (Offices) 25
P2 (Educational/ Research) 17
P3 (Medical/ Health) 17
P4 (Socio – Cultural – Religious) 25
5.13 Terminal Characteristics

Terminal passenger demand assessment were carried out based on limited primary surveys
supplemented by secondary data collected both at bus terminal and railway station in the study
area.
5.13.1 Bus Terminal

It is estimated that about 19324 commuters use Gurugram Bus stand every day with a peak
share of 10.5% resulting in passenger load of 2037 passengers. The total passengers
entering/exiting the terminals with the peak volume and peak share is presented in Table 5-37.
62
Table 5-37 Passenger Flow Characteristics at Bus Terminal
Direction Peak hour Peak hour share

Daily Passengers
Passengers (%)
Entry 12639 1416 11.2
Exit 6685 622 9.3
Both 19324 2037 10.5
5.13.2 Rail Terminal

It is estimated that about 24656 commuters use Railway station daily with a peak hour share of
12.2 % resulting in passenger load of 3008 in the peak hour. The total passengers
entering/exiting the terminals with the peak volume and peak share is presented in below Table
5-38.
Table 5-38 Passenger Flow Characteristics at Railway Station
Direction Peak hour share

Daily Passengers Peak hour Passengers
(%)
Entry 13440 2228 16.6
Exit 11216 780 7.0
Both 24656 3008 12.2
5.14 Intersection Characteristics

There are four intersections covered in the detailed intersection design in the study area under
GMDA. They are Mayfield Garden Chowk, Bakhtawar Chowk, AIT Chowk and Hanuman Mandir
Chowk. Out of the four, Hanuman Mandir Chowk is on the North side of NH-8 whereas others
are on the Southern side. The map showing locations of all intersections is given in Figure 5-49.
63
Figure 5-49 Locations of case Intersections
5.14.1 Mayfield Garden Chowk

Mayfield Garden Chowk is a 3-arm intersection located near Sectors 50 and 51 in Gurugram
(Figure 5-50). However, there is an entry/exit for vehicles at the mouth of the intersection those
are using SS Plaza and the service road. Thus, it may be characterized as a 4-arm intersection
when traffic movement is concerned. It is connected by Vikas Marg and Nirvana Central Road
adjacent to Baani Square, Cloudine Hospital and SS Plaza. Both intersecting roads have six
lane divided carriageway ranging from 30-36 meters wide ROW.
Figure 5-50 Mayfield Garden Intersection
Vikas Marg carries most of the traffic entering the intersection when the approaching volume is
5191 PCUs at the peak hour (18.15-19.15). As given in the Figure 5-51 entry volumes from A
and C are 2674 and 2197 PCUs respectively. Most of the traffic is by passable in nature as
straight moving vehicles contribute to 68-87% of the whole traffic entering the intersection. The
64
arm B contributes to 1093 PCUs at the peak hour. There is a reasonable traffic entering and
leaving from arm D even though it is negligible compared to major arms. But at times, it adds
more to the congestion created at the intersection.
Figure 5-51 Traffic movement at Mayfield Garden Chowk
No Pedestrian Crossing Facility Is Available. Service lane is used for left turn movements, as it
is open directly to main road. Multiple entry and exit are seen at the service roads. Gaps in
medians or discontinuous medians are observed at different places. Major conflicts at the
intersection happen due these issues.
5.14.2 Bakhtawar Chowk

Bakhtawar Chowk is a 4-arm intersection located near Sectors 38, 46 and 47 in Gurugram
(Figure 5-52). The major road is Netaji Subhash Marg which connects to HUDA City Centre on
the East and NH-8 on the West. It is a 6-lane divided road with service roads on both sides and
60 metres RoW. CH Bakhtawar Singh road and Satpal Mittal Marg merge at the intersection
from North and South respectively. They are 4-lane divided roads with service roads on both
sides. Both intersecting roads have six lane divided carriageway ranging from 30-36 metres
wide ROW.
65
Figure 5-52 Bakhtawar Chowk Intersection
Bakhtawar Chowk is one of the important intersections in Gurugram where huge traffic
movement is witnessed. The peak hour is observed to be 18.00-1900 hours and approaching
volume is as high as 8545 PCUs. Netaji Subhash Marg carries 78% of the whole traffic entering
the intersection. As given in the Table 5-39, entry volumes from A and C are 2788 and 3906
PCUs respectively. Most of the traffic is by passable in nature. The arm B contributes to 1543
PCUs at the peak hour. Arm D takes up a traffic of 1024 PCUs. The table shows the detailed
traffic movement from all arms to all arms.
Table 5-39 Traffic movement at Bakhtawar Chowk
Destination Arm
PCU
A B C D Total
A 29 290 1734 853 2788
B 217 1 1530 612 1543

Origin Arm
C 2054 588 10 1635 3906
D 86 956 11 11 1024
Alignment of the arms B and D are not straight leading to the intersection being wide which
leads to more time for the traffic from arms A and C to cross the intersection. The medians in
arm B and arm D are short (end before actual point of intersection). The zebra crossing is
hindered by the median of high height in the middle. Pedestrian crossing the intersection causes
major accidents as approaching vehicle speeds are very high.
66
5.14.3 AIT Chowk

AIT Chowk is a 4-arm roundabout located near Sectors 53, 54, 55 and 56 in Gurugram (Figure
5-53). AIT Chowk is an intersection where Golf Course meets with Rail Vihar Road and Ansal
University road. This is one of the infamous and most congested intersection in Gurugram with
delays building up to 25-30 minutes. Golf Course road is 12-lane divided access control roads
with additional two-lane service roads on both sides. The ROW varies from 40-75 meters. Rail
Vihar road has 4-lane divided carriageway whereas Ansal University road has 9 meters wide 2-
lane undivided carriageway.
Figure 5-53 AIT Chowk intersection
As seen from Figure 5-54 AIT Chowk Roundabout has the maximum traffic in the morning peak
hour during 9.00-10.00 with an approaching volume of 10,223 PCUs. Golf Course road itself
manages 69.6% of the entire approaching traffic at the intersection. Most of the traffic, ie, 64.5%
and 86.2% is straight moving from arm A and C respectively. There is an evident right turning
movement from Sikaderpur side of Golf Course road to Rail Vihar that caters up to 25.5% of
entire traffic. Rail Vihar road (towards Brigadier Osman Chowk) occupies a total volume of 2746
PCUs but majorly left turning traffic. Ansal University road is the least occupied one among the
four.
67
Figure 5-54 Traffic movement at AIT Chowk
Wrong Lane driving at AIT Roundabout is seen on arm D near the intersection. People drive
from Arm B to A or C to A to avoid circulating the roundabout or taking a U Turn. This is due to
the Rapid Metro Station at Sector 54 Chowk that hinders service roads. Opening of service lane
at end of arm A, provokes commuter to take U turn.
5.14.4 Hanuman Mandir Chowk

Hanuman Mandir Chowk is a 4-arm intersection located near Sectors 19, 20, 21 and Dundahera
Village in Gurugram. (Figure 5-55). Hanuman Mandir Chowk is an intersection where Shankar
Chowk Marg (Arm B) meets with Old Gurugram road (Arm A & C). Even though it is a 4-arm
intersection, the majority of traffic movement are seen in three arms only. Old Delhi road has an
ROW of 30 meters and Shankar Chowk road has ROW up to 25 meters. In terms of
carriageway, Old Gurugram road and Shankar Chowk road are 6-lane divided and 4-lane
divided respectively.
68
Figure 5-55 Hanuman Mandir Chowk
Hanuman Mandir chowk has an approaching volume of 5536 PCUs in the peak hour during
9.00-10.00 hours in the morning (Figure 5-56). Arms A, B and C equally contribute to the total
traffic at the intersection when Arm D manages less than 1% of the total traffic. Also, the
movements in the major three arms are characterized by similar traffic patterns. Heavy flow is
observed for left, straight and right turning traffic on all arms.
Figure 5-56 Traffic movement at Hanuman Mandir Chowk
69
It is observed that the road width decreases at the intersection due to which bottleneck is
created. There are no provisions of footpath in most of the arms. Encroachment on both side
due to construction activities, hawkers is seen along with on street parking due to presence of
automobile workshops/service centers near the intersection. Alignment of the road is not
desirable. Long queues are built-up at the mouth of the junction due to IPT pick and drop. No
lane markings and signs are provided. It is also found that too many openings in median causes
slow traffic movement and poor level-of-service.
70
6 Travel Demand Modelling

6.1 Introduction
This report describes the mobility demand model including its calibration. Further it discusses
horizon year transport demand based on alternate scenarios of growth and planned
development of GMDA. It also includes the impact of proposed transport improvement options
such as metro, buses etc. on the mobility and alternate mass transit proposals till year 2041
based on evaluation of alternatives. It also outlines the medium term (5-10 years) and long-term
proposals (10 years above)
6.2 Base Year Travel Demand Model

For the present study, Classical Urban Transport Planning system (UTPS) process has been
adopted to simulate the travel behavior pattern of residents in the study area. These models
have been calibrated and validated before using them for estimation of travel demand for the
horizon years. This shall include, synthesizing the present-day movement patterns using the
model and adjusting them till they represent the observed (Ground) conditions.
The basic inputs used (at Zonal levels) to build the models include-
• Population
• Employment
• Speed & Delays and paths
• Travel pattern
• Road network characteristics
More specifically, the basic functions included in the transport planning process are given
below:
• Trip generation - The determination of number of person trips leaving any particular
zone irrespective of the destination along with the number of trips attracted to any zone
irrespective of its origin.
• Trip distribution - The linking of trip origins (production) with their destinations
(attraction)
• Modal split - The separation of trips by available modes within the study area.
• Trip Assignment - The allocation of trips between a pair of zones to the most likely
route on the network within the study area.
71
6.3 Modelling Approach

The classic four-stage demand model has been adopted for the present study. This model is the
conventional method of Urban Transport Planning System (UTPS), where-in the distribution of
land use in terms of population and employment allocation is done exogenously. This modelling
approach is popularly known as sequential travel demand modelling which has four stages
namely;
1. Trip generation, the number of trips generated at a zone for a given purpose
2. Trip Distribution, the choice of trip destination
3. Modal Split, the choice of mode for making the trip, and
4. Trip Assignment, the choice of travel route on the transport network
In this approach, quantifiable relationships are being established between travel pattern,
population and opportunity (employment) distribution system and socio-economic
characteristics of the population in the study area. The models have been calibrated to exhibit
the observed trip making behavior in the city and the associated socio-economic characteristics.
The calibrated model is then adopted for assessing the future travel demand for the given or
estimated distribution of population, opportunities and socio-economic characteristics in the
study area.
UTPS has been widely used in the past and contemporary transportation planning studies
across the globe. The accuracy in calibrating this model has tremendously increased since the
past, by using the latest computing tools and complex modelling software. It is proposed to use
PTV VISUM – an advanced transport planning software to calibrate the conventional four-stage
transport planning system.
The analysis of information obtained from the roadside interview surveys, home interview
surveys, traffic counts and travel demand data together with socio-economic data aggregated at
the zonal level forms the database to develop various components of travel demand model.
Figure 6-1 shows the travel demand model overall framework that is being developed for the
present study.
72
Figure 6-1 Sequential Travel Demand Modelling
6.4 Trip Generation

This is the first stage of the travel demand modelling process. Two types of trip generation
analysis normally are carried out which are referred to as Trip Production and Trip Attraction.
The developed technique utilizes the observed relationships between travel characteristics and
urban environment. It is also based on the assumption that 'trip making' is a function of the
following three basic factors in the study area:
• Land use pattern and development

• Socio-economic characteristics of the trip-making population
• Nature, extent and capability of the transport system
73
Trip Generation is performed using Multiple Regression Analysis technique to develop

prediction equation for zonal trip ends. Typically, the functional form of multiple linear regression
models is:
y=b0+ b1 x1+ b2 x2+ b3 x3+………….+ bnxn+e
Given a simple one variable model:

y=b0+ b1 x1+e
Where:
yi = dependent variable value for observation i
xi = independent variable value for observation i
b0 = constant term
b1 = coefficient of independent variable
e = error term
n = number of observations
The independent variables selected should not have co-linearity and should be capable of
interpretability and be measurable. The independent variables should be capable of explaining
the variability of dependent variable. The relation or the equation should satisfy the statistical
requirements for its goodness of fit and the coefficient should have logical sign for acceptability.
Trip generation has two facets namely, Trip Production and Trip Attraction.
For the purpose of this study the following variables have been considered to forecast the trip
production:
Population - POP
Employment - EMP
The term trip production is used for trips generated by traffic zones and is associated with trips
generated at residential end. The trip production usually depends on explanatory variables like
family size and composition, household income etc. In the present study, several variables have
been considered for developing regression models for estimating future trip productions.
74
Figure 6-2 Trip Production Model
Given the available information about the city, the zonal population has been finalized as the
independent variable to access the number of trips produced for Home Based Work Trips. For
Education Trip productions, Number of students and educations trips was utilized for developing
equations.
In addition to the regular household trips, there are additional trips generated due to zones like
railway stations, bus station, port etc. These zones are called special generators and to address
the trips due to such zones, the trip rate in the model has been appropriately calibrated. The
values of the model are as given below:
Trip Production (City Level) = 1.1661 x (Population of city) (R2 = 0.92)
Figure 6-2 shows the best fit equation.
The term trip attraction is used for trips attracted by traffic zones. Many people travel to city
center or areas with many commercial establishments like offices, malls, retail markets, other
markets, factories and other industrial areas for work. Such trips are said to be attracted to
these traffic zones and are quantified using the Trip attraction model using similar linear
regression approach as used for trip production. In case of present study, employment is being
extracted from the household interview survey data and existing land use (CDP-2007). The
employment as derived will be utilized for developing correlation with trip attraction.
75
Figure 6-3: Trip Attraction Model
Out of the variables summarized above, employment and students by zone were used based on
secondary data available. The calibrated equation for trip attraction with its R2 is presented
below:
Trip Attraction = 2.34 x (Employment) (R2 = 0.52)
Figure 6-3 shows the best fit equation. Table 6-1 shows the zonal population & employment
figures used for developing trip production models.
Table 6-1 Zonal Population and Employment

TAZ Population Employment TAZ Population Employment TAZ Population Employment
1 8455 3261 79 567 1295 157 1166 282
2 11104 4291 80 834 1903 158 3412 465
3 4262 1583 81 3207 558 159 3659 212
4 16003 5816 82 1380 445 160 2568 1160
5 33058 15252 83 558 143 161 4855 1796
6 50688 19289 84 1425 611 162 497 51
7 14323 5584 85 2065 309 163 7185 798
8 5986 3072 86 1978 599 164 8965 2063
9 21340 7072 87 6444 2195 165 5811 1796
10 15411 6918 88 3636 1044 166 2315 722
11 13172 2411 89 2053 570 167 0 0
12 13208 1554 90 864 959 168 14541 1222
13 32544 2985 91 157 92 169 6853 814
76

14 7405 2485 92 2399 790 170 5563 605
15 4802 1018 93 4249 503 171 8422 256
16 20671 2494 94 1768 77 172 10034 361
17 20626 951 95 1333 259 173 3806 541
18 13305 994 96 7274 1481 174 5879 1207
19 15968 1306 97 8120 3361 175 5954 463
20 7851 874 98 7097 2739 176 7352 626
21 3320 206 99 2775 494 177 17358 1540
22 2588 196 100 1777 300 178 4430 277
23 1027 113 101 2322 237 179 2576 288
24 948 104 102 5472 681 180 720 70
25 6573 808 103 2397 540 181 3219 389
26 12814 2071 104 1554 544 182 500 27
27 4610 516 105 1457 361 183 1874 544
28 8194 741 106 2550 297 184 4708 1095
29 11395 1254 107 1677 306 185 2971 906
30 1465 314 108 2072 252 186 3441 886
31 5210 864 109 2456 834 187 1963 733
32 6324 1335 110 2246 733 188 1503 339
33 8095 971 111 353 463 189 2011 346
34 859 100 112 1361 276 190 1529 705
35 1257 251 113 381 97 191 1179 149
36 171 346 114 1711 904 192 993 155
37 420 445 115 717 437 193 274 93
38 7917 657 116 2604 1029 194 2214 1790
39 735 362 117 777 4519 195 5188 1587
40 1392 569 118 212 1683 196 3469 531
41 15434 1201 119 352 2282 197 9972 1198
42 8532 2543 120 309 3874 198 0 0
43 4057 5456 121 431 2360 199 0 0
44 3261 3203 122 768 2269 200 2090 2138
77

45 45453 11039 123 548 3680 201 9586 4157
46 20891 6263 124 493 3291 202 7187 877
47 5216 3284 125 69 429 203 1814 1103
48 6250 5393 126 273 1320 204 8465 3507
49 2102 12487 127 274 1002 205 4314 727
50 28577 25173 128 272 3406 206 3235 433
51 45705 60828 129 511 3027 207 4310 632
52 5378 1836 130 274 1419 208 7656 1390
53 16819 5875 131 11873 5073 209 38923 3349
54 12621 7344 132 123 330 210 13890 1264
55 6185 8041 133 308 423 211 18445 1307
56 9361 4835 134 0 0 212 22938 2060
57 6395 5507 135 1315 7555 213 12507 1365
58 9944 6092 136 12485 3971 214 28486 2400
59 4116 4784 137 2038 179 215 28024 2785
60 10881 6149 138 44513 4295 216 10727 3342
61 12183 5235 139 12045 1139 217 22925 1875
62 962 199 140 4686 1166 218 19463 9531
63 11426 5866 141 25619 2422 219 16831 7174
64 8981 3667 142 5556 919 220 5354 2737
65 5102 1722 143 11045 2529 221 38034 21119
66 13616 3213 144 0 0 222 14281 4168
67 16477 5071 145 8615 3597 223 9064 703
68 10053 3420 146 4589 8003 224 4602 1718
69 2617 4256 147 6115 1663 225 2549 765
70 2315 316 148 44611 263 226 2098 391
71 4295 1322 149 0 0 227 4288 663
72 3627 1432 150 1793 388 228 5708 2183
73 8751 3118 151 975 337 229 695 375
74 10087 2250 152 482 318 230 315 244
75 6189 2554 153 867 252 231 8372 3863
78

76 4683 1038 154 19 150 232 10437 4043
77 1120 982 155 3032 731 233 5609 2697
78 1408 454 156 613 290 Total 1682887 570326
6.5 Trip Distribution

This is the second stage of Travel Demand Modelling process. The purpose of Trip Distribution
is to develop a procedure that synthesizes the trip linkages between traffic zones. In other
words, Trip Distribution is used for simulating the travel pattern, by distributing the production &
attraction end of trips, into different traffic zones, based on some deterrence function. Several
methods for synthesizing horizon year trip distribution matrices have been developed and used
in Transport Planning studies. Most urban transport planning studies performed during the past
20 years has used Gravity Model. The various methods of trip distribution are –
1. Growth factor technique

2. Gravity model
3. Intervening and competing opportunity model
Most urban transport planning studies done during the past decade has used Gravity Model.
The calibration process includes comparison of observed and simulated mean trip lengths as
well as shapes of the trip length frequency distribution curves. The observed trip length
frequency distribution has been obtained from the household survey data. For simulated trip
length frequency distributions, the parameter values (negative exponential) have been varied
over a number of iterations until the simulated and observed trip length frequency distributions
for each purpose exhibit similar characteristics in terms of the shape and position when
compared. The observed Average Trip Length (ATL) and the Modelled Average Trip Length
(ATL) variation should be +/- 3%. As the model result for the study area are within +/-0.7% the
model is validated.
Gravity modal is being calibrated using friction factors. The calibrated gravity model is proposed
for use in distributing the future travel demand for various network development scenarios.
79
110.0%
100.0%
Percentage of Trips
90.0%
80.0%
70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
10.0%
0.0%
1 2 3 4 5 6 7 8 9 10 12 14 16 18 20 22 24 26 26
Distance (in Kms.)
Figure 6-4 Trip Length Frequency Distribution (TLFD)
Table 6-2 Trip Distribution Model Validation

Validation
Observed ATL (in km) 6.4
Modelled ATL (in km) 6.4
GEH 0.0
% Variation -0.7%
Parameters (a, b, c)
Alpha 0.268
Beta -1.615
Gamma 0.016
Figure 6-4 shows the observed & modelled cumulative trip length frequency distribution curves.
Table 6-2 shows the validation results of trip distribution model.
6.6 Modal Split

Modal Split sub-model of travel demand modelling is used to split the total travel demand in two
or more mode categories. The modal split analysis can be carried out at two stages –
• Pre-distribution stage
• Post-distribution stage
At Pre-distribution stage, trip ends are modelled or obtained for each of the modes. This
process is called the Trip End Modal Split Modelling. It assumes that the major determinants of
mode choice are socio-economic characteristics of trips makers. Trip characteristics of each trip
maker, that influence the mode choice decisions at this stage are household income or vehicle
ownership, family size & composition, trip-purpose etc.
80
At post-distribution stage, the trip matrix is split into different modes, based on the generalized
cost of using the particular modes. This is also called the Trip Interchange Modal Split Model.
This type of model assumes that major determinants of public transport patronage are the
relative cost and service properties of trip by private and public transport. This emphasizes on
the choice riders and does not directly consider socio-economic characteristics of riders.
For Gurugram city, mode choice is mostly influenced by vehicle ownership, family size &
composition, trip-purpose, etc. For the present city post-distribution stage is used in the modal
split stage.
The single-step mode choice breaks down the total demand (total demand matrix) into the
individual transport modes based on mode-specific impedance skims (for journey time, costs,
etc.). First of all for each mode m the utility is calculated as a linear combination of the
impedance parameters.
The multinomial logit model has the following form:
𝑘
𝑃𝑛 (𝑖) = exp(𝑉𝑖𝑛 ) / ∑ exp⁡(𝑉𝑗𝑛 )
𝑗=1
Where:
Pn(i)= probability of individual n choosing mode I,
Vjn=Utility derived by individual n from mode j,
K=number of available modes of transportation.
The utility by an individual n from mode j, Vjn, is derived as a linear function of the explanatory
variables as follows-
Vjn=β0j + β1jx1n + β2jx2n + … + βnjxqn
Where:
β0j=Alternative Specific constant for mode j
β1j, β2j,…, βnj= Coefficients associated with explanatory variables
x1n, x2n,…, xqn=Explanatory variables for individual n
q=number of explanatory variables included in model
In this study the multinomial logit model is of the type-
Where:
Uijm= utility function
cijmg=impedance cost type g for the trip from zone i to zone j by mode m.
81
The impedance of each mode is estimated based on the following equations with the input
parameters mentioned in Table 6-3.
Car Impedance = Time + Distance * (VOC/OCC/VOT)*60
Tw Impedance = Time + Distance * (VOC/OCC/VOT)*60
Auto Impedance = Time + ((Distance*Fare)/OCC/VOT)*60
PT Impedance = Time + (Fare/VOT)*60
Table 6-3 Mode-wise Input Parameters and Values

Mode- BY
VOT/ Hr VOC/ km Fare/ VOT
Car 100 9.0
TW 50 4.0
Auto 50 5.0
Public Transport 50 1.20
Auto Fare 11.65
Where;
VOT = Value of Time
VOC = Vehicle Operating Cost
OCC = Occupancy of the vehicle
The respective shares of the trips of each relation result from the utilities of the different modes
Where, Tij is the total number of trips of the demand in the relation i-j, Pijm is the probability of
shift of particular mode m in the relation i-j. Tijm is the number of trips made by mode m and c is
a procedure parameter and it is estimated as C = -0.022.
Based on the above method, Base year mode choice has been calibrated. The Table 6-4 shows
the variation between the observed mode wise percentage share of trips and Modelled mode
wise percentage share of trips and the variation between these two values by mode are within
the acceptable error range.
82
Table 6-4 Mode-wise Validation

Mode
Observed % share Modelled % Share GEH % Variation
Auto 257748 19.8% 255049 19.6% 5.3 1.0%
Car 280816 21.5% 282262 21.7% 2.7 -0.5%
Public Transport 181621 13.9% 181213 13.9% 1.0 0.2%
Two-Wheeler 583178 44.7% 584840 44.9% 2.2 -0.3%
6.7 Traffic Assignment

Traffic Assignment is the fourth and the final phase of Four Stage Urban Transport Planning
Process. The purpose of the traffic assignment is to develop a technique that simulates the way
in which the trips between each origin and destination pair distribute over the links of their
respective networks.
There are three traffic assignment techniques used in urban transport planning. These are:
1. All or Nothing Assignment assigns all the traffic between a pair of zones along the
least cost path and does not consider the alternative routes available for that trip. This
method of assignment does not optimize the existing road network.
2. Capacity Restrained Assignment, in this method the trip matrix is loaded in parts and
the network speeds are updated at the end of each assignment. At each stage, the trips
will be assigned on to the least cost route by all or nothing technique and these traffic
loadings are considered as preloads for the next assignment and the network cost will
be updated. This method of assignment is more sensitive to the network behavior and
takes into account the speed flow relationships for speed adjustments. In this method,
smaller the portion, better the assignment. This method is also known as incremental
Capacity Restraint Assignment Technique.
3. Multipath Traffic Assignment assigns traffic on to alternate routes available for trip
based on the relative cost of travel through these routes.
4. User Equilibrium Assignment is based on Wardrop's first principle which states that no
driver can unilaterally reduce his/her travel costs by shifting to another route. The path
connecting O-D pair can be divided into two categories: those carrying the flow and
those not carrying the flow on which the travel time is greater than (or equal to) the
minimum O-D travel time. If the flow pattern satisfies these equations no motorist can
better off by unilaterally changing routes. All other routes have either equal or heavy
travel times. The user equilibrium criteria are thus met for every O-D pair.
Conversion of passenger trip matrix into peak hour vehicular trip matrix has been done by using
the average occupancy for each passenger mode and the peak hour traffic as a percentage of
total.
The assignment model for the study has been structured into private vehicle assignment
followed by public transit assignment on the coded public transit network (Figure 6-5).
83
Figure 6-5 Traffic Assignment
The model will be termed as calibrated once the traffic loadings on to the network are matching
with the observed traffic at the selected check points termed as screen lines on the road
network. Classified traffic volume counts have been carried out at these locations.
The results of validation are presented in the Table 6-5 and Table 6-6:
Table 6-5 Road Network Assignment Validation
Location S. Peak Hour Peak Hour

Location Name Model GEH
No. time Volume
SL1 1 Daultabad 09:00 - 10:00 659 613 1.8
SL1 2 Tikampur 09:00 - 10:00 862 802 2.1
SL1 3 Sec-5 Chowk 18:15 - 19:15 3920 3646 4.5
SL1 4 Vishwakarma Chowk 10:45 - 11:45 8061 7497 6.4
SL1 5 Ganpati Honda 08:00 - 09:00 3844 3575 4.4
Golf Course Metro

SL1 6 10:45 - 11:45 5853 5443 5.5
Underpass
84
Location S. Peak Hour Peak Hour

Location Name Model GEH
No. time Volume
Huda City Centre

SL2 7 11:00 - 12:00 5707 5308 5.4
Underpass
SL1 8 Sonam Nursery 18:00 - 19:00 4896 4553 5.0
SL1 9 Subhash Chowk 10:00 - 11:00 6937 6451 5.9
SL1 10 Kataria Chowk 19:30 - 20:30 2449 2278 3.5
SL1 11 Basai Chowk 08:15 - 09:15 873 812 2.1
SL1 12 AtulKataria Chowk 18:15 - 19:15 4008 3727 4.5
SL2 13 IFFCO Chowk 09:00 - 10:00 6232 5796 5.6
SL2 14 Jharsa Chowk 18:15 - 19:15 3669 3412 4.3
SL1 15 Umang Chowk 08:45 - 09:45 1839 1710 3.1
SL2 16 Rajeev Chowk Underpass 09:45 - 10:45 3363 3128 4.1
SL2 17 Khandsa Village 11:30 - 12:30 6981 6492 6.0
SL1 18 Huda City Centre 17:00 - 18:00 7929 7374 6.3
Table 6-6 Public Transport & Assignment Validation

S. No.
Line Name Line Demand Model Demand GEH
1 Loop Route (Huda City Centre) 9191 9400 2.2
2 Rapid Metro 29273 28808 2.7
As the GEH statistic at most of the locations below 5, it can be inferred that the trip assignment
model has been validated.
85
7 Vision and Goals

Comprehensive Mobility Plan is a plan to guide the decision and policy makers regarding urban
transport infrastructure requirements in the study area. In this context a clear goal and vision
needs to be developed based on importance of the city and evolve strategies which could cater
to the anticipated transport demand for the next 20 years. The proposed CMP plan for
Gurugram has been prepared for achieving an environmentally friendly city and at the same
time providing cost effective and safe mobility to all users of the transport.
In order to evolve appropriate vision and goals a review of NUTP (2006) was undertaken to
identify national policies proposed for different cities to implement based on their contextual
situations.
7.1 National Urban Transport Policy

The Government of India has evolved a National Urban Transport Policy in 2006 to overcome
the problem of poor mobility which dampens the economic growth and leads to deterioration in
the quality of life. The approach is to deal with this rapidly growing problem and a clear direction
and a framework for future action.
The vision of this policy is:
• To recognize that people occupy center-stage in our cities and all plans would be for
their common benefit and well being
• To make our cities the most livable in the world and enable them to become the “engines
of economic growth” that power India’s development in the 21st century
• To allow our cities to evolve into an urban form that is best suited for the unique
geography of their locations and is best placed to support the main social and economic
activities that take place in the study area.
The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and
sustainable access for the growing number of residents to jobs, education, recreation and such
other needs within our cities. This is sought to be achieved by:
• Incorporating urban transportation as an important parameter at the urban planning

stage rather than being a consequential requirement
• Encouraging integrated land use and transport planning in all cities so that travel
distances are minimized and access to livelihoods, education, and other social needs,
especially for the marginal segments of the urban population is improved
• Improving access of business to markets and the various factors of production
• Bringing about a more equitable allocation of road space with people, rather than
vehicles, as its focus
• Encourage greater use of public transport and non- motorized modes by offering Central
financial assistance for this purpose
• Enabling the establishment of quality focused multi-modal public transport systems that
are well integrated, providing seamless travel across modes
86
• Establishing effective regulatory and enforcement mechanisms that allow a level playing
field for all operators of transport services and enhanced safety for the transport system
users
• Establishing institutional mechanisms for enhanced coordination in the planning and
management of transport systems
• Introducing Intelligent Transport Systems for traffic management
• Addressing concerns of road safety and trauma response
• Reducing pollution levels through changes in traveling practices, better enforcement,
stricter norms, technological improvements, etc.
Drawing upon the merits of various policies recommended in the NUTP (2006) and also the
contextual situation of Gurugram the vision and goals have been identified for the CMP based
on existing socio-economic and travel characteristics of the resident population and inter-
regional traffic in Gurugram. These are described in following sections.
7.2 Vision
The vision of the Plan is to develop healthy & livable city providing its inhabitants safe,
accessible, affordable, environmentally friendly transport system to cater their social, economic
and resource needs which results in –
• Increased mobility and accessibility

• Improved environmental quality
• Improved road safety
• Provision of Cost-effective transport system and
• Enhances social inclusion
7.3 Goals
The goals of the Plan are:
• Improve the modal share in favour of public transport system from existing 13.9% to
40% with respect to motorized trips.
• Ensure 60 percent of the population is served by public transport within influence area of
500 m.
• Provide safe and convenient pedestrian/ NMV facilities in major residential, educational
and commercial areas.
• Facilitate better and efficient traffic management practices through implementation of
ITS facilities
Promote Integrated urban land use and transport system to facilitate the efficient and
sustainable mobility and provide greater accessibility to attraction centers.
87
7.4 Proposed Policy Framework

Based on the review of NUTP 2006 goals and objectives, Guidelines and Toolkits for Urban
Transport Development in Medium Sized Cities in India; 2008 and revised toolkit for preparation
of CMP; 2014 various transport sectoral areas have been identified for evolving policies while
formulation of CMP these are –
• Public Policy and Options

• Non‐motorized Transport (NMT) Policy
• IPT/E-Rickshaw Policy
• Policy for Pedestrian Facilities
• Parking Policy and Options
Above guidelines are detailed out below -
7.4.1 Public Transport Policy and Options

Preparation of an effective public transport system is one of the major tasks of any integrated
urban transport study for a city/region. This involves both inter-city and intra-city passenger
movement. Intra-city movement plays a vital role in any Comprehensive Mobility Plan. The
routing and scheduling of buses as per the demand has to be provided so that the passengers
can perform their journey within short period of time and also with minimum number of
interchanges. There is a need to improve the existing system by introducing new routes and the
provision of additional infrastructure facilities.
The existing city public transport consists of buses operated by Gurugram Metropolitan City Bus
Limited (GMCBL). GMCBL buses are operated through Depot situated at GBS and Sector 10.
The intercity public transport services from Gurugram as well as services to various towns are
being operated by private operators. In addition, intra-city public transport is also operated by
modified Auto-rickshaws within the city center. Taxis and Auto-rickshaws are operating as door
to door as Intermediate public transport system.
7.4.2 NMT Policy Options

NMT i.e. bicycle and cycle rickshaw modes are green modes of transport that are low carbon
(zero-carbon) emitting, non-polluting and in addition, provide social equity. Facilities for walk
and bicycle should be citywide to ensure that a commuter can complete his journey by walk or
bicycle, if he so chooses. NMT modes should get first priority in infrastructure development and
funding. Fund allocation for major transport infrastructure should be linked to achieving targets
for creating facilities for NMT.
NMT measures shall always conform to existing policy at national, state and city level. The
National Urban Transport Policy for India (published by the Ministry of Urban Development,
Government of India, April 2014) refers to priority for non-motorized transport which are
summarized as below –
88
• The safety concerns of cyclists and pedestrians must be addressed by encouraging the
construction of segregated lanes for bicycles and pedestrians. Segregation of vehicles
moving at different speeds would improve traffic flow.
• Segregated NMV paths are required not only along arterials but also access roads to
public transport terminals. This will increase the use of the public transport system
particularly when combined with the construction of NMV parking.
• Activities on footpaths such as street vendors must be properly controlled to secure
safety of cyclist and pedestrians.
While NMT infrastructure is not limited to roads, the road network provides a structure for
mobility by all modes and therefore needs to be considered in assessing constraints and
opportunities for NMT improvements. The road context will influence NMT planning through
consideration of the road hierarchy, design, available R.O.W and traffic characteristics.
Engineering design standards strictly based on the road hierarchy may limit design options, and
road engineers from relevant government departments will need to be involved in the design
process so that creative solutions can be developed within the context of safe operations.
Other structuring elements should also be recognized for their influence on current NMT
patterns and potential improvements: public spaces, commercial areas and public transport
facilities and private space that are publicly accessible (e.g. shopping centers and parking
areas).
Supporting services and programs are just as important as infrastructure in developing the NMT
system and ensuring that it is used effectively. There is also a need to consider opportunities for
transformation of the transportation system, of urban and rural spatial development, and of local
economies. NMT has the potential to play a significant supportive role in all of these, if services
and infrastructure are planned appropriately. It is important to:
• Coordinate NMT planning with other plans

• Ensure compliance with statutory processes and plans
• To promote cycling and provide safe pedestrian and cycle infrastructure, it is
recommended to have a dedicated NMT cell in Gurugram Municipality.
Proposals of non-motorized transport are also related to car free roads. To be successful these
require careful planning and are unsuited to many locations. It is generally better to improve
walking and cycling conditions by improving non-motorized facilities and traffic calming roads.
Due to the limited R.O.W in the Gurugram city, dedicated cycle tracks may not be feasible
options as per the available space. As per the Road inventory survey, only 30% roads are
having greater than 20m RoW. We need to look beyond the cycle tracks and explore other
option to increase the share of NMT. One option would be to introduce cycle sharing scheme,
connecting the major commercial areas, institutions, marketplace and residential areas.
89
7.4.3 IPT / E-Rickshaw Policy and Options

E-Rickshaws are non-polluting, affordable and flexible transport systems which have a
significant role in solving the last mile connectivity issues. Presently, due to the absence of rules
and norms, they have been largely operating very informally for which licensing of the same
have been recommended by the Ministry of Road Transport and Highways. Policy guidelines
are required to treat E-Rickshaws as Intermediate Paratransit (IPT) system and operate on
designated routes acting as feeder to the bus system (PT).
E-Rickshaws shall operate only with the Route Permits provided by Transport Department.
Flexibility of service will be allowed in consultation with traffic police and GMDA (in Gurugram
city) or Block panchayats (in communes). Transport Department shall provide routes for E-
Rickshaws to operate. They can operate in residential areas and high dense populations,
commercial and institutional areas providing the last mile connectivity and may be developed as
feeder system for MRTS, LRTS/Monorails and buses etc., providing them passengers from
areas which are unconnected by major transport modes. These systems shall operate within 5
km radius connecting inner roads which are narrow and inaccessible. An Operation Plan for E-
Rickshaw shall be developed based on geography, traffic and transport characteristics etc.
Specific provisions are required to be addressed through an E-Rickshaw policy as listed below –
• Legal clarity on definition of e-rickshaw and the roles and responsibilities of the stake
holders involved
• Rules framework specifying the efficiency, type, size, speed parameters etc
• Infrastructural changes required in urban cities
• Fare cost, Standards and penalty clauses
• Ownership and Identification procedures
7.4.4 Policy for Pedestrians facilities
Overview
In India, movement of pedestrians on the city roads with dignity, convenience, pleasure and
safety has not received adequate attention. Priority is to be given for pedestrians in planning,
development and management of the transport system, since every trip is a pedestrian one at
its first and last legs.
Presently 72% of the road network of the city has no footpath facilities. 28% of the road network
has footpath on both sides whereas 12% of the roads have footpaths less than 1.8 meters. This
has forced the pedestrians to walk on the carriageway endangering their lives and hampering
the traffic flow. At intersections, pedestrian is put to great inconvenience for want of safe right of
way. There is an urgent need to reorganize the priorities in the design, development and
management of the city road network system.
90
Figure 7-1 Equitable allocation of space to all road users
Planning Guidelines
The planning for pedestrian’s facilities in Gurugram needs to be through a strategy which
promotes and facilitates walking. This includes integrated approach to land use transport,
collaboration and coordination of efforts to address walking issues, planning, development and
design that support walking, provide supportive environment for walking, improve road safety,
address crime and personal security concerns for pedestrians. The planning of pedestrian
facilities should ensure that the pedestrian network is continuous wherein the pedestrians can
walk from one place to another without hindrance, convivial to pedestrians, conspicuous,
comfortable to all types of pedestrians and convenient in comparison to other modes in terms of
time and space.
Figure 7-2: Planning for pedestrian facilities
The integrated transport plan for the city promotes usage of mass transport and encourages
walking through development strategies and transport system integration. The plan envisages a
high degree of self-containment and work-home proximity. This would encourage walking. In
addition, the plan envisages an integrated public mass transport system. The development
proposed for this strategy of transport system development system would promote walk as the
access mode to mass transport system.
91
The high share of walk trips and its role as an

access mode require integrated pedestrian
facilities. In this context, to ensure better
walkability, it is recommended that a continuous
network of pedestrian walkways be formed through
provision of sidewalks on primary arterials, sub
arterials and collectors on both sides of the road
and on at least one side on local roads. There
should be provision of “dead width” in commercial
areas, in the total pedestrian footpath width. Apart
from the width of footpath, the height also plays an
important part in usage of the facility. As per the
best practices the recommended height of footpath
Figure 7-3 Road-side Kerb Dimensions
kerb should be maximum 150mm (6”).
7.5 Transport Improvement Measures

Comprehensive mobility plan acts as a short- and long-term solutions for mobility strategies of a
city. The main goal of improved mobility strategies - which include more efficient vehicular
traffic, enhanced public transit systems and non-motorized transport - should be to provide
safety and security to the users and provide efficient connectivity.
The efficiency can also be linked with technology enhancement by provision of cleaner
technology such as CNG, electric buses & IPTs and ITS technology; thereby promoting low
carbon transport. The CMP measures shall be formulated in such a way that efficient
connectivity and inclusive development strategies can be implemented.
The transport improvement proposals have been identified into a set of action programs. The
action programs include components of short-term, medium- and long-term measures. The
action programs are proposed in three phases comprising –
• Phase I: 2019 – 2021 (immediate)

• Phase II: 2021 – 2026 (Short Term)
• Phase III: 2026 – 2036 (Medium Term)
• Phase IV: 2036 – 2041 (Long Term)
• The Interim proposals would require immediate attention and shall have to be
implemented on an immediate basis. The key features of immediate improvement
measures are as summarized below:
• Strengthening existing bus service
• Regulating Auto routes
• Road Network Improvement Plans
• Pedestrian infrastructure facilities
• Junction Improvement Plan
• Improve Last mile connectivity
• Public Bike Sharing
• Parking
92
The key concerns – issues and possible measures have been discussed below.
Table 7-7-1 Possible measures to be undertaken
Sl.
Key Concern Issue Measures to be taken
No
Exploring new parking sites
1. Absence of off-street parking
Exploring new technologies for maximizing
areas leads to high on-street
the capacity of the parking lots.
parking demand.
Parking Creating off-street parking supply
1 2. Free and un-regulated parking
Management Regularizing parking bays (premium and
(non-paid)
regular parking fees)
3. Absence of non-designated on-
Retro fitting the road cross section to
street parking zones
accommodate on street parking
1. Absence of adequate
pedestrian footpaths on most of
the road sections in the city Introducing pedestrian crossing at major
2. Absence of Public utilities and intersections
amenities Building pedestrian walk network to
3. Integrated hawker and encourage walking
Pedestrian
2 pedestrian areas Creating adequate walkable widths and
Infrastructure
4. Absence of Safe pedestrian accessible footpath height along the
crossings, traffic calming residential and commercial streets
measures Providing pelican (signalized) pedestrian
5. Absence of walk zones and crossings
pedestrian connectivity to various
nodes
Efficient
1. Absence of PT connectivity to Increasing frequency of buses during peak
Public
3 commute during peak hours hour
Transport
3. Non-reliability of the service Rationalization of IPT routes
System
Taking up of Signages study for the
Gurugram.
1. Absence of strong signage Installation of specific types of signage’s
Road system Improvement of road geometrics especially
4
infrastructure 2. Open drains reducing walkable at the intersections and covering of all
and road capacity drains for pedestrian walkways
Restriction of traffic movement and
enforcement through geometrics
1. Absence of Intelligent traffic Staggering of office and school timings to
Smart Traffic system (ITS) distribute traffic during peaks
5 Management 2. Office and school timings are Installing ITS facilities - Installation of
Measures same, creating more congestion efficient traffic control system and
during peak hours monitoring system
Creating public spaces, interaction zones
Walkable footpaths
Urban Design
1. Absence of public realm and Integrating parking, commercial areas,
6 – Model
street aesthetics. pedestrian movement and landscape.
Streets
Open streets without boundary walls,
creating a safer environment.
93
8 Urban Development Strategies

Gurugram is growing at a fast rate. Its population is increased by nearly 7% yearly growth rate
during the period 2011-2001. Based on the desirable regional development pattern, the
assigned population size of Gurugram city needs to be accommodated within the city limits. A
number of imperatives have been identified which need to be incorporated while devising a
comprehensive strategy package formulated to guide the development.
8.1 Planning Imperatives

8.1.1 Planning Period
The planning period is taken as 20 years. The horizon year for all estimates and planning
programme will be 2041.
8.1.2 Population Size

The Gurugram Study Area estimated population by 2031 would be 41.0 lacs as per the Master
Plan and it is further estimated to 55.0 lacs for the horizon year 2041. Such a growth presents
an opportunity and poses a challenge. It needs to be organized in terms of its economic base,
social structure and spatial distribution in an optimal manner. The spatial urban form must
enable the city to be efficient, productive and competitive. The table 8-1 and figure 8-1 shows
the population projections for 2031and 2041.
Population Trend (2011 - 1971)

1200000
1093943
1000000
800000
560365
600000
373330
400000 273979
197614
200000
0
1971 1981 1991 2001 2011
Figure 8-1 Population trend between 2011 and 1971
Table 8-1 Projected Population for Gurugram - 2041

HY Population In Lacs
BY 2019 1682889 16.82
HY 2021 1873097 18.73
HY 2031 2908863 29.08
94
HY Population In Lacs
HY 2041 (L) 4103238 41.0
HY 2041 (H) 5500000 55.0
For this study, population growth is estimated based on two methods. First method is based on
the city current growth rate which is higher population growth rate where population is estimated
as 55.0 lacs for the year 2041. Second method is based on the similar functionality of cities and
IT based developed cities to understand the city growth rates as shown in table 8-2. Based on
these growth rates, it is estimated that population would be 41.0 lacs for the year 2041.
Table 8-2 Population Growth in Similar functionality cities

Year Vadodara Kochi Jaipur Surat Nagpur Lucknow Kanpur
1991 1126824 1140605 1518235 1518950 1664006 1669204 2029889
2001 1491045 1355972 2322575 2811614 2129500 2245509 2715555
2011 1822221 2119724 3046163 4591246 2497870 2902920 2920496
CAGR (91-01) 2.84% 1.74% 4.34% 6.35% 2.50% 3.01% 2.95%
CAGR (01-11) 2.03% 4.57% 2.75% 5.03% 1.61% 2.60% 0.73%
Variation -0.81% 2.82% -1.59% -1.32% -0.89% -0.41% -2.22%
8.1.3 Density
Density is an important issue in city planning and development. It affects the allocation of land, a
scarce resource and decides the quality of the environment. A judicious balance between
conservation of land and enhancement of urban environment and aesthetics needs to be made
in deciding the density of development.
Presently, the overall gross population density of GMUC (Gurugram Manesar Urban Complex)
is 28 ppha. Population density would become 67ppha and 90ppha respectively for the horizon
years 2031 and 2041 respectively (it is assumed that the GMUC area remains as 99.8sq. km
i.e., 9981 ha).
In selecting a density level two alternatives strategies need to be carefully considered, analysed
and selection made. They are ‘Brownfield’ and ‘Greenfield’ development strategies.
The first strategy aims at conservation of land and accommodation of all future development
under the present developed area. The second strategy extends into green agricultural
peripheral area to achieve low density development. Both the strategies have major impacts on
built environment quality, development costs, trip length, infrastructure cost, transport
technology etc. Generally, a city level gross density of 100 to 200 ppha is considered
acceptable.
95
8.1.4 Economic Base

The economic base of the city is important to sustain the growth of the city and maintain the
standard of living. Considering the proposed global city, regional importance of Gurugram, a
balanced mixed economic base comprising industry, education, trade and commerce and
administration will be appropriate.
8.1.5 Work Force Participation Rate (WFPR)

The workforce participation rate (WFPR) estimated as 38% in 2019. The WFPR during the
horizon year (2041) is expected to be 41%.
8.1.6 Per Capita Trip Rate

The per capita trip rate (PCTR) of Gurugram study area is 1.80 including walk and 1.20
excluding walk. With economic development, higher vehicle ownership, good public transport
system and increased mobility the PCTR would remain same. A vehicular PCTR of 1.20 for
(2041) has been adopted for travel demand forecast.
8.1.7 Modal Share

The modal share in favor of public transport (bus, minibus and metro) in Gurugram is very low
(around 13.9%). In the context of resource conservation (land, energy), sustained development
and environmental quality, it is necessary to improve the public transport share to a level of
around 40%. This is adopted for the purpose of public transport technology selection and
planning.
8.1.8 Technology
The predominant travel modes are 2-wheelers and Cars. In terms of Public Transport
technology, conventional buses (standard and mini) and Metro systems have been considered.
8.2 Population Distribution Strategy

The population strategies have been prepared based on the projections carried out by GMDA
for the horizon years. As per Master Plan of 2031, distribution of total population within the study
area zones has been assumed based on Consultants view about the city growth and previous
experience. Growth of population in certain areas due to committed developments, policy
interventions etc., has been appropriately considered.
Five different forms of population distribution strategies have been evolved, namely;
• Master Plan Development Strategy with Lower Population (P1)

• Master Plan Development Strategy with Higher Population (P2)
• Master Plan Development with Transit Oriented Development (P3)
• Corridor Development Strategy (P4)
• Corridor Development Strategy with Transit Oriented Development (P5)
96
The detailed description of each of the strategy has been described below –
8.2.1 Master Plan Development Strategy with Lower Population Size (P1)
In this scenario the population has been distributed based on the Master Plan 2031 developed
for GMUC area (Gurugram Manesar Urban Complex area) with lower population size of 41.0
lacs for the horizon year 2041 and including proposed Global City near Sector 37. For the
spatial distribution of population, the study area is further divided into six sub cities which
comprise of Old Gurugram, New Gurugram, Upcoming Development, Gurugram and Manesar
Middle area, Manesar NH-8 opposite side and Manesar area. Table 8-3 and figure 8-2 below
shows the sector numbers which have been covered in the above cited sub city level areas.
Table 8-3 Sub-City level areas and Sector nos.

Sub city Sector No’s
Old Gurugram 1 to 23
New Gurugram 24 - 75
Upcoming Developments 99 -115
Manesar NH8 Other side 75 - 80
Gurugram and Manesar Middle 81 - 98
Manesar Sector Number starts with M
97
Figure 8-2 GMUC Master Plan 2031
8.2.2 Master Plan Development Strategy with Higher Population Size (P2)
In this scenario the population has been distributed based on the Master Plan 2031 developed
for GMUC area (Gurugram Manesar Urban Complex area) with higher population of 55.0 lacs
for the horizon year 2041 and including proposed Global City near Sector 37. The spatial
distribution of population strategy will remain same as population distribution strategy (P1) but
the density level estimated is higher in comparison to P1. Figure 8-4 shows the population
distribution strategy in Strategy 2.
98
Figure 8-3 Population Distribution for Scenario 2
8.2.3 Master Plan Development with Transit Oriented Development (P3)

This strategy is similar to P1except that the zones within 800 meters on either side of transit
corridors have been densified based on proposed TOD policy of Haryana. The proposed
densities of zones within influence area of transit corridor ranges from 450 to 600 pph. At
intersection of two transit corridors, higher densities have been proposed. For zones outside the
influence area the Master Plan Population distribution shall prevail. Figure 8-5 shows the TOD
based development pattern.
99
Figure 8-4 TOD Strategy (800m accessibility buffer)
Transit Oriented Development Concept

TOD is a relatively new concept in which the built environment is designed in a way to ensure
greater connectivity between different parts of the city and reduced car dependence. TOD
essentially is a mixed-use high-density development around any transit stops (for example
Train-tram, Railway, buses etc.). TOD also ensures various uses to be put near foster walk-able
neighborhoods, like placing schools, convenient stores, markets, banks, community centers all
at close proximity to housing.
100
This kind of mixed-use high-density development ensures greater ridership through public
transport, consequently reducing not only car dependence, but also provides greater
accessibility (i.e. availability of and affordable transit mode) to the people.
Demarcation of TOD Zone

The TOD Zone shall be designated up to 800 meters depth on both sides from the boundaries
of the Right of Way (ROW) of the road, on which MRTS corridor is proposed to be provided.
These 800 meters proposed TOD Zone has been bifurcated as under, for the purpose of the
developments proposed to be carried out-
Table 8-4 TOD Zone Demarcation
a) Intense TOD Zone 500 meters
b) Transition TOD Zone 500-800meters
Table 8-5 Planning Parameters

Min Ground Min/ Max
Establishment TOD Zone FAR
Coverage Density
Intense 40 3.5 600 (+/-10%)

Multi Storeyed
Group Housing
Transition 40 2.5 430 (+/-10%)
Integrated Intense 40 3.5 -

Commercial/ office
spaces/Mixed land
Transition 40 2.5 -
use
101
Min Ground Min/ Max

Establishment TOD Zone FAR
Coverage Density
Intense 40 3.5 -
IT/ ITES
Transition 40 3.0 -
8.2.4 Corridor Development Strategy (P4)

In this strategy, population is distributed along the major transport corridors based on the
availability of network supply such as Inner ring, Intermediate ring, Outer ring, Pataudi road, Old
Delhi road, Farukh nagar road, Regional ring and NH-8. Re-densification of existing (brownfield)
residential areas with increasing FAR besides densification of additional population with new
green field residential development has been proposed. Apart from above, densification of the
Global city node (green-field) is also considered for population distribution through green-field
residential developments. Some of the important features of this concept are discussed below -
• The high-density development will be the focus along Intermediate, Outer ring road with high
frequent, high capacity PT.
• Gurugram core city area to be developed as major work center and green field residential
developments proposed at the end of the four identified axis such as Pataudi, Farukh Nagar,
MG Road and Sohna Road.
Brown field developments with densification (high density of population) along the Inner ring and
four corridors are proposed with residential and commercial developments. Figure 8-6 shows
the concept of corridor development strategy.
102
Figure 8-6 Ring Roads (Corridor Development Strategy)
8.2.5 Corridor Development Strategy + Transit Oriented Development (P5)

This strategy is a combination of two strategies in which population is distributed based on
Corridor Development (P4) and Transit Oriented Development TOD (P3). For the horizon year
2041, it is estimated that around 14.0 lac population can be accommodated along the metro
stations as per the TOD policy of Haryana with combination of Green and Brown field
development while the rest of the population is distributed based on Corridor Development
Strategy (P4). Figure 8-7 shows the concept of corridor development strategy and transit-
oriented development.
103
Figure 8-7 Corridor Development Strategy + TOD Strategy
8.3 Employment Distribution Strategy

The employment strategies broadly follow the above five strategies for population distribution. It
is assumed that ratio of employment in formal and informal sectors in the horizon years may
follow a similar trend as in the present scenario. New activities developments resulting in
additional employment opportunities in certain areas due to proposed land use and committed
projects have been included in these development strategies.
The following two employment strategies have been evolved;
• Mono-nucleus Structure strategy

• Multi-nuclei Structure strategy
8.3.1 Mono – nucleus structure (E1)

In this strategy without any intervention, the employment opportunities will witness natural
growth in the present activity centers. Thus, all additional employment may get concentrated in
the present activity nodes. The following employment densities were adopted in calculating the
basic employment.
104
• Manufacturing industry other than household industry @1 emp/15Sq.mt of industrial land

• Trade/ Commerce @1 emp/10Sq.mt of trade and commerce land
• IT @1emp/10Sq.mt of transport and storage area
Figure 8-8 shows the employment distribution n E1 strategy.
Figure 8-8 Employees Distribution
8.3.2 Multi – nuclei structure (non-uniform) (E2)

In this strategy it is assumed that with the planning intervention the additional employment will
get concentrated around the proposed industrial areas and commercial areas as proposed in
the Master Plan 2031. Two types of employment densities have been adopted in this strategy.
In the zones where there is no additional industrial land proposed as per Development Plan –
2031, the employment densities of the respective land use as adopted in employment strategy
(E1) are applied whereas in the zones where there is an additional industrial land proposed,
105
modified industrial employment density norms have been adopted taking into account the land
use pattern of the study area and the corresponding employment to be allocated.
The modified employment density norms adopted are:
• Manufacturing industry other than household industry @1 emp/10Sq.mt of industrial land

• Trade/ Commerce @1.5 emp/10Sq.mt of trade and commerce land
• IT @1.5 emp/10Sq.mt of transport and storage area
8.4 Proposed Population and Employment Distribution Strategy (2041)

The projected population of 55.0 lakhs has been distributed based on P5 strategy into various
zones of the study area while the projected employment of 22.9 lakhs for the year 2041 has
been distributed into various zones of the study area based on E2 strategy. The distributed
population and distributed employment are shown in Table 8-6 below-
Table 8-6 Population & Employment Distribution 2041
Population Employment Population Employment

Zone No Zone No
2041 2041 2041 2041
1 16500 3562 115 57662 6880
2 58809 22778 116 6759 8940
3 21466 11002 117 705 3754
4 13594 5661 118 486 2675
5 65524 79511 119 1033 5113
6 83872 81000 120 591 4359
7 40282 12266 121 611 2982
8 20224 5172 122 4784 20765
9 21386 7847 123 4745 22319
10 31421 8672 124 5551 25897
11 13352 3718 125 15036 4371
12 10221 1280 126 3264 14854
13 91907 29560 127 1670 7378
14 9019 3572 128 329 2966
15 3601 732 129 1278 6212
16 37068 5579 130 2837 2359
17 78498 15044 131 17497 18363
18 80315 18682 132 34580 4200
106

Zone No Zone No
2041 2041 2041 2041
19 41420 15479 133 10508 1479
20 21105 2520 135 11040 9653
21 8923 951 136 9313 2945
22 3956 1021 137 40445 4606
23 14925 1847 138 61605 6304
24 12080 1493 139 12430 6773
25 16362 3022 140 4756 3005
26 25376 4797 141 26478 14474
27 4852 669 142 5890 8726
28 7864 903 143 29553 4439
29 44797 12612 145 23867 4701
30 17601 3749 146 17252 7333
31 17965 2366 147 12895 2127
32 16824 2450 148 86234 6307
33 47863 5906 150 7377 2894
34 8342 1032 151 9599 1344
35 17965 2302 152 32445 7078
36 12685 2926 153 8709 1184
37 24961 3388 154 7191 1001
38 74910 16795 155 23395 5030
39 32884 7163 156 27644 135286
40 154324 343996 157 16581 2159
41 31582 6123 158 5823 1030
42 17493 7571 159 9545 1002
43 10318 7610 160 10579 6578
44 20828 11522 161 13199 11680
45 169832 40182 162 6930 4648
46 73997 17828 163 6084 890
47 6606 3721 164 7733 1679
48 25281 7727 165 17544 10720
107

Zone No Zone No
2041 2041 2041 2041
49 42391 19727 166 1769 517
50 38342 70571 168 14481 1473
51 55298 124911 169 5673 908
52 8004 3896 170 4174 448
53 21859 6124 171 44792 14655
54 36935 8585 172 10937 2312
55 38316 14635 173 2840 431
56 52052 16284 174 6712 2068
57 58942 10621 175 4457 356
58 42497 29308 176 19876 3270
59 31395 15539 177 35622 5182
60 87988 26952 178 4705 824
61 124242 29939 179 21399 4366
62 15585 3998 180 6479 1320
63 54983 9914 181 12265 2384
64 7855 3091 182 2268 424
65 14656 2563 183 4881 1896
66 27510 5974 184 10902 3981
67 24128 6099 185 3289 1107
68 29461 7099 186 6669 1501
69 21637 9948 187 8899 2104
70 20380 6825 188 7321 1564
71 26128 9044 189 5769 1157
72 26165 8358 190 6299 1139
73 52972 13399 191 2613 1006
74 26743 3981 192 11322 2370
75 7124 2890 193 10546 2275
76 25908 5522 194 19227 5562
77 1336 907 195 16943 4278
78 2418 914 196 6862 2233
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Zone No Zone No
2041 2041 2041 2041
79 1451 1354 197 7902 938
80 2571 2179 200 8695 2864
81 5419 1710 201 13555 6551
82 2393 906 202 7779 2000
83 2282 910 203 2605 1042
84 5513 2360 204 72312 10699
85 3820 1210 205 5455 791
86 3912 1480 206 5166 888
87 24620 8558 207 23517 4785
88 5827 2090 208 6077 1203
89 18759 6497 209 29085 2462
90 7701 3170 210 10736 1955
91 11654 4147 211 90178 22337
92 27686 6089 212 56652 10018
93 44328 5493 213 9746 2106
94 24611 2962 214 101098 21292
95 15751 2024 215 32465 5124
96 60748 14329 216 10260 3541
97 73383 19217 217 43175 7710
98 52850 17314 218 15782 7268
99 24405 3136 219 47784 12570
100 20702 2630 220 9350 3067
101 11884 2338 221 41392 24132
102 25997 5166 222 15944 3945
103 22542 2970 223 35013 5606
104 15499 2172 224 35932 5262
105 11611 1567 225 38024 5046
106 6696 2293 226 6572 900
107 4919 1808 227 19018 8673
108 20520 2546 228 36173 12830
109

Zone No Zone No
2041 2041 2041 2041
109 34983 4723 229 2692 1207
110 24445 3357 230 1390 672
111 8792 1389 231 21011 5869
112 7470 2994 232 87568 26348
113 13779 2951 233 39739 11734
114 101488 12167 Total 5487139 2249139
8.4.1 Concept - 2: Densification of Corridors - (Brown field and Green field)

In this development concept, a strategy comprising of Brownfield development and Greenfield
development based on corridor (Road Network) development is envisaged. The development
will be focused around seven corridors namely, Inner Ring Road, Intermediate Ring Road,
Outer Ring, Pataudi Road, Farukh Nagar Road, MG Road and NH-8 road with excellent public
transport connectivity.
8.5 Transport Structure Strategies

In order to develop an integrated mass transit system for the study area, it is necessary to
assess the future travel demand, which would decide the type of system necessary to cater the
forecasted demand. Five alternative transport network options have been evolved based on
combinations of road and Mass Transit System networks. These alternative transport network
options are briefly discussed below:
8.5.1 N-1: Development Plan Road Network

This network comprises of the road network as proposed in the Development Plan-2031. The
network form is largely an extension of existing road network identified by the road inventory
survey and other additional links proposed in the Development Plan - 2031.
The proposed road network system in the Development Plan is assigned with 45m, 24m and
18m Right of Way. The missing links of Dwarka expressway road between Sector 111 and
Dwarka Sector 21 and also missing link between Babupur Village and Sector 114 have been
considered. The hierarchy of new roads is decided based on the ROW assigned and their
character. The through roads are designated as arterials and the roads providing access to
arterial are designated as sub arterial and the roads collecting and distributing traffic from and to
sub arterial roads designated as collector roads.
New Links
• Sector 111 to Dwarka Sector 21 (Dwarka Expressway road to 8 lane)

• Babur Village and Sector 114 (2 lanes to 4 lane)
110
• Rajesh Pilot Road to Shona road
Road Widening
• Patudi Road
• Faridabad Road
• MG Road
• Old Gurugram Road
• Vishwakarma Chowk
• Ganpati Honda
• Sonam Nursery
• AtulKataria Chowk
• Huda City Center
RUB/ ROB
• Connection to Dwarka Expressway between (Gopalpur and Dwarka Expressway at

sector 37D.
• Between Vashino Mata Mandir and Sector 89A
• Farukh Nagar – Wazirpur road
• Between Jai Vision Public school (Chauma Road) and Major Sushil Aimamarg (Ansal
Garden Homes)
Figure 8-12 shows the road network development strategy.
111
Figure 8-9 Road Network Development Strategy
8.5.2 N-2: Modified Development Plan Road Network

In this strategy, in addition to the road network as proposed in the Development Plan- 2031, an
additional link is added from hanuman Vatika to old Gurugram Road Via Sector 1, Sector 2 and
Dundhera village. Additional link to provide connection between NH-8 and MG Road via Sector
24.
8.5.3 N-3: Modified Development Plan with MRT Network

In this option along with the proposed road network in N-2 strategy, three corridors of MRTS are
also added. The three MRTS corridors are the RRTS Corridor between Delhi – Alwar,
Panchagaon Metro between Gurugram - Manesar and HUDA City Center to Cyber hub via
Railway station area corridors identified based upon the committed network and base year
assignment. Figure 8-13 shows the proposed MRTS network for horizon year (2041).
112
Figure 8-10 Proposed MRTS Network - 2041
8.5.4 N-4: Modified Road Network, MRT and Enhanced PT System

This strategy has the same road network as in N-3 strategy in addition to the Mass Rapid
Transit System (MRTS). Proposed bus routes by DIMTS were rationalized according to the
committed MRTS network and new routes were added to enhance the Public Transport System
in the study area. In addition to committed MRTS network an additional link proposed between
Panchagaon metro and extension of Huda city center metro with length of 5.80Km. Dwarka
expressway and Faridabad – Gurugram metro also considered. Figure 8-114 shows the
Modified Road Network, MRT and Enhanced PT for the Horizon Year.
113
Figure 8-11 Modified Road Network, MRT, And Enhanced PT
Assumptions for Regional Level Modal Shift

Global City Assumptions
Based on the Global city DPR it is estimated that it shall accomodate1.50 lakh population and
4.6 lacs employment. The Global city Internal movement was assumed 20% as Residents
Population is 1.50 Lacs. Global City to Within Gurugram assumed to be 50% as it is observed
from establishment Survey. The table 8-8 below shows the Global city traffic movement
assumptions
Table 8-7: Modal Shift Assumptions (Global City)

Zone No GC to GC GC to Gurugram GC to External Total
40 20% 50% 30% 100%
156 20% 50% 30% 100%
114
RRTS Assumptions
RRTS potential shift from various modes were estimated from various available modes in the
Delhi – Ghaziabad – Meerut (DGM) report and the same has been assumed to be retained in
the Delhi – Gurugram – Alwar Corridor. The table 8-9 below shows the potential shift from
various modes to RRTS
Table 8-8 Modal Shift Assumptions (RRTS)

Mode Car TW Bus Rail Total Shift to RRTS
Potential Shift 36% 27% 5% 32% 100% 46%
Source: Page 58, Feasibility Report Delhi Ghaziabad Meerut RRTS Corridor, DIMTS, NCRPB
Mode wise Split Assumptions for Regional Metro Connections

Considering the modal shifts shown in table 8-9, the modal shifts to RRTS and regional level
metro operations is shown in table 8-10.
Table 8-9 Modal Shift Assumptions (Regional Metro Connections)

Line wise Shift Car TW Bus
Shift to RRTS 16.6% 12.4% 2.3%
Shift to Dwarka 8.3% 6.2% 9.2%
Shift to Yellow Line 3.3% 2.5% 3.7%
Shift to Faridabad 8.3% 6.2% 9.2%
Total PT Shift 36% 27% 24%
It may be noted that
• 36% of external cars users will likely shift to Proposed metro lines
• 27% of external Two-wheeler users will likely shift to Proposed Metro Lines
• 24% of external Bus users will likely shift to Proposed Metro lines
115
9 Evaluation of Alternate Scenarios

The comparative evaluation of alternative networks has been carried out from the point of view
of passenger transport demand for the horizon year and ability of the various networks to cater
to this demand. In view of this, the following criterion for comparative evaluation have been
considered:
• Average Volume by Capacity ratio (V/C)

• Vehicle kilometers travelled
• Average speed on the network
• Co2 emissions
• Public Transport Share and
• Passengers kilometer per km of network length
A suitable combination of network strategies and urban development strategies have been
created so that the combination can be tested on the basis of the above evaluation criteria. The
following scenarios are considered for evaluation:
9.1 Scenario 1: BAU - Master Plan Network and Development Pattern

(Population – 41.0 Lac)
In the Master Plan scenario, proposed Development Plan for the year 2031 is considered. This
is a Business as Usual (BAU) case in which traditional method of development based on low- or
high-density sprawl is promoted. Through this approach, densification of greenfield areas like
Gurugram-Manesar complex and new upcoming areas in the region. Most of the future growth
will be accommodated in Greenfield areas identified in the southern and south-west part of the
city. The population and employment distribution under this scenario is shown in Figure 9-1 and
Figure 9-2 respectively.
116
Figure 9-1 Scenario-I Master Plan (Lower levels of Population)
Figure 9-2 Scenario-I Master Plan (Lower levels of Employment)
117
The densification is proposed in the upcoming developing area as mentioned in the below table.
There shall be high density in greenfield areas especially in New Gurugram, upcoming
development and on the other side of NH-8 Manesar. Public transport with equitable distribution
of routes along the major road network will be required to strengthen the proposal. Table 9-1
shows the population and employment distributions across various spatial zones.
Table 9-1 Scenario-I Master Plan (Lower level Population and Employment Distribution)
Zones Population (%) Employment (%)
Old Gurugram 28.2% 48.9%
Upcoming Development 15.7% 3.9%
New Gurugram 31.3% 36.3%
Manesar NH8 other side 1.4% 1.0%
Gurugram Manesar middle 4.8% 2.4%
Manesar 18.6% 7.6%
For the assumed Master Plan population of 41 lakhs, employment accounts for 16.8 lakhs
reflecting a WFPR of 41%.
118
Figure 9-3 Road Alignment (Scenario 1)
In terms of transport network as per Master Plan 2031, link road at the southern part of the city
and road widening of certain roads were proposed which were considered as it is in the
Scenario-1 (Figure 9-3).
Proposed metro projects and RRTS projects were undertaken to evaluate the scenario. With the
existing Yellow Line of DMRC and Rapid Metro, two new lines of Panchgaon (Bawal) Metro and
Gurugram Metro were proposed with the ongoing RRTS project (Figure 9-4).
119
Figure 9-4 Alignment of Metro Lines (Scenario 1)
Existing proposal of DIMTS regarding public transport is considered as a committed project in

this scenario. Figure 9-5 shows the bus route network in this scenario.
120
Figure 9-5 Bus Routes network (Scenario-I)
Table 9-2 shows the results of trip assignment using the base year calibrated travel demand
models. Figure 9-6 shows the assignment. Trip Assignment has been done, considering 41 lakh
population across the city with bus route, metro network and RRTS in the city. It is estimated
31.4% will be the public transport share in the city.
121
Figure 9-6 Scenario 1: Trip Assignment
Table 9-2 Scenario 1: Results

Parameters
Units SC 1 BAU
Average Trip Length In Km 10.7
Average V/C Ratio Ratio 0.69
Speed KMPH 22
Vehicle Kilometers Travelled In Thousand KM 3899
(VKT)
Public Transport Share % 31.4%
CO2 Emission Levels In Ton/ peak hour 365.25
Max PPHPD In Persons 12840
It is inferred that the modal share would be 31.4% with network speed of 22 kmph.
122
9.2 Scenario 2: Master Plan Network and Development Pattern with Higher
Growth of Population - 55.0 Lac
In Scenario-2, the same master plan proposals were considered but with the higher population
size estimated as 55 lakhs. Figure 9-7 shows the spatial distribution of Master Plan.
Figure 9-7 Scenario-2 Master Plan (Higher levels of Population)
Figure 9-8 Scenario-2 Master Plan (Higher levels of Employment)
123
In Figure 9-7 and Figure 9-8, population and employment distribution are shown respectively
with the due considerations from the existing Master plan 2031. Considering the same
employment ratio of 41%, employment population accounts for 22.49 lakhs out of total
population of 55 lakhs of the city.
Figure 9-9 shows the trip assignment of Scenario-2.
Figure 9-9 Scenario 2- Trip Assignment
Table 9-3 shows the evaluation results of Scenario-2.
Table 9-3 Scenario 2- Results

Parameters Units Value
Average Trip Length In KM 10.8
Average V/C Ratio Ratio 0.75 (Above LOS C)
Speed KMPH 19
Vehicle Kilometers Travelled (VKT) In thousand KM 4357
Public Transport Share % 37%
CO2 Emission Levels In Ton/ Peak Hour 400.65
124

Max PPHPD In Persons 19905
It can be observed that the modal share in favor of public transport increases to 37% resulting in
400 tonnes of CO2 in peak hour. It is observed that the share of public transport is 37% as
compared to the previous scenario..
9.3 Scenario- 3 Master Plan Network and Higher Growth Development

Pattern, Additional Road Network, One Metro Spur
In Scenario-3, with the Gurugram Master Plan proposal, additional road network in the form of
ring and radial has been proposed with one metro spur (Figure 9-10).
Figure 9-10 Scenario-3
The main features of the transport network proposals in this scenario are-
• Regional Ring (KMP): To bypass the traffic from outer to outer

• Outer Ring: For Manesar area and Periphery area of MCG
• Intermediate Ring: Outer area of MCG and connecting to upcoming development areas
• Inner Ring: connecting to the major activity areas and residential areas
125
Figure 9-11 shows the population distribution in Scenario-3. Population distribution (below
Figure) is being done along the ring and radial network on demand basis to minimize the vehicle
kilometers.
Figure 9-11 Scenario-3 (Population Distribution Map)
Table 9-4 shows the evaluation results of the scenario.
Table 9-4 Scenario-3 (Population Distribution Distribution)

Upcoming development 15.9% 4.2%
Manesar NH-8 other side 1.4% 1.1%
Manesar 18.8% 8.3%
126
It can be observed that employment population is also distributed along the ring and radial road
network for the same reason as seen from Figure 9-12.
Figure 9-12: Scenario 3- Employment Distribution
Figure 9-13 shows the trip assignment of the scenario.
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Figure 9-13 Scenario 3 -- Trip Assignment
Table 9-5 Scenario 3 - Results

Speed KMPH 22
CO2 Emission Levels In Ton/ Peak Hour 4008
Max PPHPD In persons 17946
It can be observed that the modal share of public transport is37% and average trip length of
10.7 km.
9.4 Scenario – 4 (TOD): Master Plan Network and Development Pattern +

TOD along Proposed Metro, Additional Road Network, One Metro Spur
to Global City (Higher Growth of Population – 55.0 Lac)
TOD is a relatively new concept in which the built environment is designed in a way to ensure
greater connectivity between different parts of the city and also reduced car dependence. TOD
essentially is a mixed-use high-density development around any transit stops (for example
Train-tram, Railway, buses etc.). TOD also ensures various uses to be put in close proximity to
foster walk-able neighborhoods, like placing schools, convenient stores, markets, banks,
community centers all at close proximity to housing (Figure 9-14).
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Figure 9-14 TOD Concept and Density Distribution
As the corridor is being developed in the form of ring in the city encompassing old and new
development areas of Gurugram, accordingly population has been distributed to optimize the
corridor. The population distribution is shown in the Figure9-15.
Figure 9-15 Scenario 4- Master Plan Lower + TOD (Population Distribution Map)
Figure 9-16 shows the employment distribution.
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Figure 9-16 Scenario 4- Master Plan Lower + TOD (Employment Distribution Map)
Table 9-6 shows the population and employment distribution across various zones.
Table 9-6 Scenario 4- Master Plan Lower + TOD (Population and Employment Distribution)
Manesar 13.9% 5.6%
Figure 9-17 shows the trip assignment of this scenario.
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Figure 9-17 Scenario-4 Trip Assignment (Private + Public)
Table 9-7 shows the evaluation results of Scenario-4. It is observed that modal share of public
transport is 40% with average trip length of 9.7 km.

Parameters
Units Value
Speed KMPH 26
CO2 Emission Levels In Ton/ day 398
From the evaluation of Scenario-4, public transport share came out to be 40% with maximum
PPHPD of 22,115 persons.
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9.5 Scenario – 5 (CDS): Master Plan Network and Corridor Development

Strategies, Additional Road Network, One Metro Spur (Higher Growth
of Population – 55.0 Lac)
In Scenario-5, the proposed Master Plan’s network supported by CDS (corridor development
strategy) has been proposed. Under the Corridor Development Strategy, three rings were
developed to accommodate the population along that based on the network supply (Figure 9-
18).
Figure 9-18 CDS (Population Distribution Map)
The population distribution has been done along the three ring and radial links to optimize the
utility of the public transport (Figure 9-18).
The employment distribution in this scenario is shown in Figure 9-19.
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Figure 9-19 CDS (Employment Distribution Map)
Table 9-8 shows the employment distribution along proposed ring and radial roads. Highest
share of employment distribution is along the outer ring (32%), whereas minimal development is
in the left-out area (4.1%) after the consideration of all potential development areas.
Table 9-8 Employment Distribution along the proposed ring and radial roads
Road Name % Share
Inner Ring 18.8%
Intermediate Ring 28.6%
Outer Ring 32.0%
Pataudi 0.1%
Old Delhi Road 0.5%
Farukh Nagar 0.1%
Regional Ring 12.8%
NH-48 3.0%
Minimal Development 4.1%
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Figure 9-20 shows the trip assignment in this scenario.
Figure 9-20: Scenario 5- Trip Assignment
Table 9-9 shows the evaluation results of scenario.

Speed KMPH 22
It is observed that modal split of public transport is 36% while maximum PPHPD is 12044 trips.
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9.6 Scenario –6 (CDS + TOD) Master Plan Network and Corridor

Development Strategies + TOD, Additional Road Network, One Metro
Spur (Higher growth of population – 55.0 lac)
In Scenario-6, all the previous proposals were considered together to analyze the impact of
integrated public transport on the growth and travel pattern (Figure 9-21). The population
distribution is done along the TOD corridor and three rings that were proposed under the
corridor development strategies.
Figure 9-21 Corridor Development Strategy + Transit Oriented Development (Population

Distribution Map)
Figure 9-22 shows the employment distribution.
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Figure 9-22 Corridor Development Strategy + Transit Oriented Development (Employment

Distribution Map)
Table 9-10 shows the population and employment distribution pattern across zones.
Table 9-10 Corridor Development Strategy + Transit Oriented Development (Population and
Employment Distribution)
Manesar 7.2% 10.2%
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It is observed that nearly 35% of population and 33% of employment is in New Gurugram.
Figure 9-23 shows the trip assignment in this scenario.
Figure 9-23 Scenario 6- Trip Assignment
Table 9-11 Scenario 6- Result

Speed KMPH 25
It is observed that public transport share has increased to 40% with maximum of 20,771
PPHPD.
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9.7 Scenario – 7 (CDS + TOD + Enhance PT + IPT) Master Plan Network

and Corridor Development Strategies + TOD, Additional Road Network,
One Metro Spur (Higher Population Size – 55.0 Lac) (Parking Charges)
Scenario-7 is the combination of Scenario 6 together with rationalization of bus routes and
additional bus routes. Apart from the network level improvements, parking pricing strategy has
been applied in this scenario. This proposal is medium and long term in nature as phase wise
development needs to be done to accommodate the growing population. Figure 9-24 shows the
proposed city bus routes and mass transit networks pursued in this scenario.
Figure 9-24 Proposed City Bus and Mass Transit Network
Figure 9-25 shows the trip assignment graphically.
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Figure 9-25 Scenario 7: Peak Hour Trip Assignment
From Table 9-12 it is observed that the modal share is 41% without parking charges and daily
CO2 emission estimated level of 388 tonnes.

Average VbyC Ratio Ratio 0.65
Speed KMPH 26
CO2 Emission Levels In Ton/ day 388
The maximum PPHPD observed is 21812 persons. From the above scenario’s results, it is
evident that the Corridor Development Strategy + TOD with enhance Public Transport is a
better scenario from the congestion point of view. Table 9-13 provides statistics on various
parameters obtained from the models of the scenarios created and evaluated in Visum
software.
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Table 9-13 Comparative Analysis of Impacts of Different Scenarios in Peak Hour
SC4 - SC5 - SC6 –

Parameters SC1 (L) SC2 (H) SC3 SC7
TOD CDS CDS+TOD
Average V/C Ratio 0.69 0.75 0.73 0.71 0.72 0.70 0.65
Speed 20 16 21 24 22 25 26
Vehicle Kilometers
3899 4357 4138 4263 4465 4080 3961
Travelled (VKT)
Public Transport Share 31% 37% 37% 40% 36% 40% 44%
CO2 Emission Levels 365 401 383 358 375 356 330
Max PPHPD 12840 19905 17946 22115 12044 20771 21812
From above Table 9-13 it is inferred that scenario-7 is most preferred of all scenarios as it has
highest public transport share (44%), highest speed (26 kmph), better V/C ratio and least CO 2
emission (330 tonnes/day). Keeping in view one of the key policies of encouraging public
transport in Gurugram, it can be observed from Table 9-14 that Scenario-7 provides the highest
share of buses and metro passenger demand (44%).
Table 9-14 Comparative Analysis of Modal Share for different scenarios – Daily Trips
Mode Base SC1 SC2 SC3 SC4 SC5 SC6 SC7
Auto 20% 15% 14% 15% 19% 12% 13% 12%
Car 21% 16% 15% 15% 13% 15% 16% 15%
Bus + Metro 14% 31% 37% 31% 37% 40% 36% 44%
Two-Wheeler 44% 37% 34% 38% 32% 33% 36% 29%
Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%
9.8 Selection of Best Transport Network

The travel demand for year 2041 is assigned on the network based on each scenario. As
described in Table 9-13 and Table 9-14 above Scenario-7 appears to be the best development
scenario in terms of urban development and transport network strategy. Figure 9-26 shows
comparison of Do-nothing scenario with sustainable urban transport scenario (Scenario-7).
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Figure 9-26 Comparison of Do-nothing scenario and SUTP scenario
The figure above shows that in the BAU scenario, most of the road network would get
congested and volume: capacity ratios (v/c) would be greater than 1. In contrast, in the
sustainable urban development scenario, the person trips get concentrated along certain
corridors and the congestion levels on the entire network is comparatively lower. So this
scenario is recommended. The infrastructure proposals in the following chapters are based on
Multimodal network development scenario.
9.9 Scenario Selection Based on Emission Levels

All the seven alternate scenarios have been evaluated based on emission levels because of the
development strategy and transport network provision. For all the identified scenarios, the
assumptions were based on the policy interventions and proposed modal share for each
scenario obtained from the traffic assignment. The VKT from the analysis for each of the
scenarios was further analyzed to understand the emission levels for each of the scenarios.
9.9.1 Assumptions
The assumptions for the emission level estimates are based on the petrol pump surveys
conducted as a part of the project. The assumptions based on petrol pump surveys were for the
following parameters -
• Vehicles by fuel type

• Age of vehicles – mode-wise
• Average Kilometer travelled
• Average Mileage (Km/Lit)
Apart from the above parameters, some of the travel characteristics were also assumed based
on the household survey data such as -
• Modal share
• Average Occupancy of each mode
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9.9.2 Emission levels

Emission levels for the following gases were estimated for each of the scenario -
• Carbon Dioxide (CO2)

• Sulphur Dioxide (SO2)
• Particulate matter (PM)
• Nitrogen Dioxide (NOx)
• Carbon Monoxide (CO)
The emissions for each of the scenario are provided in the Table 9-15.
Table 9-15 Emission levels under Alternate Development Scenarios
Units in Tone
Pollution Parameters
CO2 NOx CO
Horizon Year - 2041
Scenario 1 Business as Usual (BAU) with 41.0 Lacs population 3789 306 1508
Scenario 2 Business as Usual (BAU) with 55.0 Lacs population 4157 330 1637
Scenario 3 Master Plan with additional Road Network with 55.0 Lacs 3982 329 1525
population
Scenario 4 Master Plan with TOD with 55.0 Lacs population 3721 295 1505
Scenario 5 Corridor Development Strategy (CDS) with 55.0 Lacs 3895 309 1570
population
Scenario 6 CDS + TOD with 55.0 Lacs population 3696 301 1512
Scenario 7 CDS + TOD with Enhance PT System with 55.0 Lacs 3431 280 1405
population + Parking Charges
From the Table 9-15, it is observed that scenario-7 is best option to reduce the carbon
emissions. This is due to the shorter trip length and probable shift of persons from private to
NMT modes for shorter trips. But this is possible only with land use strategies and with
introduction of electric vehicles; the emission can be further reduced to have Gurugram with a
sustainable mobility and urban living. There is the highest modal share in favor of public
transport (44%) primarily due to multiple factors ranging from shorter average trip lengths due to
urban restructuring on account of TOD, improved public transport system and levying of parking
fees as deterrence measure for private vehicle owners. Consequently, this scenario results in
least levels of pollution.
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10 Immediate and Short-Term Improvement Plan

10.1 Introduction
Several traffic & transportation surveys were conducted in GMUC as a part of the present
study in order to assess the passenger and goods movement pattern, travel characteristics,
pedestrian & parking characteristics and the available infrastructure facilities within the study
area. The baseline data was analyzed and disseminated in the Data Analysis Report. Based
on the data analysis carried out various issues were identified which required immediate and
short-term measures to mitigate transport problems.
The improvement measures for a city traffic and transport system can normally be grouped
under three broad categories:
1. Immediate and Short-term Improvements

2. Medium term improvement
3. Long term improvement
The present chapter outlines the immediate and short-term mobility improvement measures
10.2 Roads Network Development Plan

The road network development plans have been prepared based on the analysis of primary
surveys done in Gurugram such as traffic volume count survey, turning movement count
survey and road inventory survey. From the above surveys, V/C ratio was estimated for the
major roads to understand the level of service. It is observed that roads passing through
region was having LoS B apart from Delhi – Jaipur (NH8) Expressway which is having LoS
D. Roads within Gurugram city limit was observed to be C, D, E and F at most of the
sections especially 45 feet road (LoS: E), MG road (LoS D), Old Gurugran road (LoS: C) and
VIshwakarma road (LoS F) and Huda city center (Arya Samjah Marg) road (LoS: F). This is
due to high volume of traffic and correspondingly lesser R.O.W and carriageway width along
roads in city Centre. Other attributes such as on-street parking and encroachment has also
resulted in lower LoS.
As part of a road network development plan, it is intended to facilitate identification new
links, widening of existing links and requirement of outer ring road. The proposed schemes
for road network development are detailed out in next sections.
10.2.1 Widening / Improvement

Many of the road sections are to be widened which are part of the committed projects and
few proposed based on the future assignment. There are: -
• Upgradation of link between Sector-5 chowk to Sheetla Mata Mandir with 4lane which is
a length of approximately 2Km
• Upgradation of link between Vishwakarna chowk to Gurugram Bus Depot With 3 lane
which is a length of approximately 2Km and On-street parking on this road need to
strictly enforce
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• Upgradation of link with 3 lanes between Gurugram Bus Depot to IFFCO Chowk (Via MG
Road) with a length of approximately 3.8 Km
• Upgradation of link between Subash chowk to Badhushapur more with 4 lanes divided
and its approximate length is 3.2Km.
• Connection between Sohna Chowk to Shakti nagar (Basai Road) link need to upgrade to
3 lanes divided which is length of 1.2Km.
• Upgradation of link between Hero Honda Chowk to Basai Chowk with 3 lanes divided
and its approximate length is 3.2Km.
Figure 10-1 shows the proposed road widening in short term duration.
Figure 10-1 Proposed Road Widening
10.3 Traffic Signs

The purpose of road signs is to promote road safety and efficiency by providing for the
orderly movement of all road users on all roads in both urban and non-urban areas. Road
signs notify road users of regulations and provide warning and guidance needed for safe,
uniform and efficient operation.
10.3.1 Situation in Gurugram

The city has long been infamous for its traffic jams and despite many past and on-going
efforts by national and local infrastructure development agencies, the streets remain chaotic
because of either absent or poorly placed road signage. Most of accidents, traffic jams and
long detours in the city can be attributed to the confusion created by this small, yet extremely
important infrastructure. Five locations have been discussed below, as examples to
emphasize on the problem –
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Shankar Chowk flyover

Prior to the road-widening project on the Cyber City-Golf Course Road stretch, commuters
would take the one U-turn under the flyover to head towards Cyber City. Now, there are two
U-turns. The first U-turn leads to MG Road and the second to Cyber City. But signages to
convey this information are missing and as a result, commuters who want to go to Cyber
City, but are unaware of the changes, tend to take the first turn and end up travelling all the
way till the Heritage City Society on MG Road to travel back to the same spot, after a 7 km
detour.
Figure 10-2 Lack of Traffic Signs on Shankar Chowk Flyover
10.3.1.1 Sikanderpur underpass

The major issue at the underpass is that signage, although present, are very small and not
easily visible. Commuters heading towards the MG Road are required to take a left prior to
the underpass, but unaware drivers often descend into the underpass and realise their
mistake only a little too late. As a result, they must drive for 4 km along DLF Phase-1 and
Sunset Boulevard Marg to get back on the correct route.
Figure 10-3 Traffic Signs near Sikanderpur Underpass
However, many choose to break the rules and instead of taking the detour, they either
reverse the vehicle inside or near the underpass or travel on the wrong side leading to
accidents and snarls.
10.3.1.2 Rajiv Chowk underpass

A unique problem prevails at this junction, especially for those coming from Sohna Road as
there are signage here, but they are not visible to the motorists. The relevant signage for the
underpass blocks from views another board which gives directions to those intending to use
the expressway.
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Figure 10-4 Traffic Signs at Rajiv Chowk Underpass
The board for the underpass, which is clearly visible and indicates that the underpass runs
underneath the Expressway and leads to Mini Secretariat and Civil Lines, is placed at such
an angle that commuters heading from Sohna Road cannot see the board with directions on
which lane to use to head towards New Delhi and Jaipur. As a result, several commuters
start driving towards the underpass instead of bypassing it. And just like the situation at the
Sikanderpur underpass, motorists stop suddenly and start reversing, creating scope for
collisions.
10.3.1.3 Road fork at Ericsson building

For heading towards the Cyber City from Ambience Mall, commuters turn left from the
service lane and reach a fork in the road—one road leads to Cyber City and Cyber Hub,
while the other road takes them towards Golf Course Road and residential areas of DLF
Phase 1 and DLF 5. However, in the absence of signage, commuters who aren’t aware of
where the two roads lead, slow down, reverse their vehicles or just try to squeeze them
through the bollards here.
Figure 10-5 Road fork at Ericsson building
Mainly, commuters heading towards Cyber City are affected by taking the wrong road as
they have to then travel all the way till an unnamed underpass located near DLF Phase-2
Metro station to head back to their destination.
10.3.1.4 Signature Tower

The Signature Tower junction, which has always been a chokepoint in Gurugram, continues
to be one despite the construction of an underpass, partly due to the absence of traffic
signages. The Delhi-Gurgaon Expressway service lane near Exit 7 has been divided by a
median. The road on right is a U-turn which takes commuters back towards New Delhi, and
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the one on left leads towards the Huda City Centre. However, in the absence of signages
informing commuters about these facts, many end up taking the wrong turn.
Figure 10-6 Signature Tower Junction
The lack of directions mostly affects commuters heading towards the Bata Chowk or the Atul
Kataria Chowk, as they end up taking the old route on the right. Only now, instead of
reaching their destination, they’re back on the expressway. The correct route now is to take
the road to the left of the median, drive up to the traffic light at the newly built multi-level
parking near HCC Metro station, and then take a U-turn to enter the underpass. Once the
mistake is made, however, commuters have no choice but to turn back from the Shankar
Chowk flyover and reach the junction again.
10.4 Policy Imperatives

It is recommended that IRC code of practice for Road Signs needs to be diligently pursued.
The IRC Code of Practice for Road Signs (IRC: 67-2012) sets out the methodology to be
followed in the use, placement, construction and maintenance of the road signs for all
categories of roads including expressways. This Code contains the basic principles that
govern the design and use of road signs for all categories of roads including expressways
open to public travel irrespective of road agency having jurisdiction. It is important that these
principles be given primary consideration in the selection and application of each road sign.
Certain guidelines with regards to placement, operation & maintenance and uniformity of
road signs are briefly discussed below-
10.4.1 Placement and Operation of Road Signs

Placement of road signs should be within road user's view. To aid in conveying proper
meaning, road signs should be positioned with respect to the location or situation to which it
applies. The location and legibility of the road sign should be such as to provide adequate
response time to road users to read and act at the operating speed. Road signs or their
supports shall not bear any advertising or other message that is not related to traffic control.
However, tourist-oriented directional signs and signs relating to specific wayside services
and amenities should not be considered as advertising. Road signs should be placed and
operated in a uniform and consistent manner. Road signs which are not necessary or no
longer required should be removed. The fact that a sign is in good physical condition should
not be a basis for deferring the removal or change, if it is so warranted.
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10.4.2 Maintenance of Road Signs

Maintenance of road signs should be ensured to retain both the legibility and the visibility of
the sign. Functional evaluation of road signs should be done to determine at regular periodic
intervals, whether certain signs need to be changed to meet current traffic conditions. Clean,
legible, properly mounted signs in good working condition command respect from road
users.
10.4.3 Uniformity of Road Signs

Uniformity of signs simplifies the task of the road user because it helps in recognition and
understanding, thereby reducing perception/reaction time. Uniformity assists road users,
traffic police and highway agencies by giving everyone the same interpretation message.
Uniformity also promotes efficiency in manufacture, installation and maintenance. Uniformity
means treating similar situations in a similar way. A standard sign, used where it is not
appropriate, is as objectionable as a nonstandard sign.
The decision to use a particular sign at a particular location should be made on the basis of
traffic engineering study and after a very careful planning so that correct and uniform signs
are placed at required locations. Authorities with responsibility for traffic control that do not
have in-house engineering assistance can take help from traffic engineering consultant(s) or
academic and research institutions with domain expertise.
10.5 Road Markings

Road markings are used as a means of controlling and guiding traffic. They are highly
important on urban roads and intersections as they promote road safety and bring out
smooth and harmonious flow of traffic along guided paths of travel. They also supplement
the messages conveyed by road signals and signs. In some cases, they are used alone to
convey certain regulation, information or warning that cannot otherwise be effectively made
known to the road users. Uniformity and standardization of the markings is an important
factor in minimizing confusion and uncertainty about their meaning. These do help in
reducing the accidents and manpower requirements for regulating traffic.
10.5.1 Situation in Gurugram

Although Gurugram has the basic markings on the major roads of the city, they are missing
on numerous road sections and intersections.
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Figure 10-7 (a). MG Road (with some Road Markings), (b). Sohna Road (without Road
Markings)
The roads lack not only specific markings for non-motorised vehicles, but also specific zones
for vendors; and unenforced parking spaces add to the chaos.
10.5.2 Policy Imperatives

It is recommended that IRC: 35-1997, “Code of Practice for Road Markings (First
Revision)”, provides guidelines for implementing Road Markings for Urban Roads for
guiding the safe and smooth flow of traffic.
10.6 Pedestrian Infrastructure Facilities

Walking is the most fundamental way for human beings, not only to move, but to interact
with their surroundings. One of the factors that contribute for people to walk more is the
characteristics of the built environment. The extent to which it encourages people to walk is
the walkability of the place.
Walkability is not just about the physical walking but also how walk able i.e. safe, convenient,
comfortable, accessible and healthy the built environment is. Places undesirable of walking
include separated land use, dead end streets and poorly designed arrangement of
developments. According to Brad Shaw Walkability can be defined as: A foot-friendly, easy
to use and built environment friendly with levelled sidewalks, safe intersections, narrow
streets, proper disposing facilities, proper lighting a total absence of obstructions. The main
objective of calculating the Walkability index may be summarized as follows: 1) Generating
awareness of Walkability as an important issue in developing cities, 2) Providing city officials
with an incentive to address Walkability issues, 3) Helping city planners understand scope
and extent of local pedestrian conditions, relative to other cities, 4) Providing city planners
with the information necessary to identify specific pedestrian-related shortcomings, as well
with recommendations for next steps.
10.6.1 Methods to calculate walkability index
10.6.1.1 Global Walkability Index

This method is used by the World Bank which provides a qualitative analysis of the walking
conditions including safety and security, convenience and degree of policy support for the
pedestrian environment. Related aspects covered under the above three components are
listed as:
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a) Safety and Security: i) Proportion of road accidents that resulted in pedestrian fatalities,
ii) Walking path modal conflict, iii) Crossing safety, iv) Perception of security from crime, v)
Quality of motorist behavior;
b) Convenience and Attractiveness: i) Maintenance and cleanliness of walking paths, ii)
Existence and quality of facilities for blind and disabled persons, iii) Amenities (e.g.,
coverage, benches, public toilets), iv) Permanent and temporary obstacles on walking paths,
v) Availability of crossings along major roads;
c) Policy Support: i) Funding and resources devoted to pedestrian planning, ii) Presence of
relevant urban design guidelines, iii) Existence and enforcement of relevant pedestrian
safety laws and regulations, iv) Degree of public outreach for pedestrian and driving safety
etiquette.
Field surveyors ask the pedestrians to rate the selected road stretches on a scale 1 to 5 for
each variable (1 being the lowest, 5 being the highest) in each of the selected areas. The
average for each of the variables is translated into a rating system from 0 (lowest score) to
100 (highest score). This method identifies pedestrian preferences and analyses
government policies.
10.6.1.2 Ministry of Urban Development (MoUD) Method

This method was developed by Ministry of Urban Road Development (MOUD), Government
of India. They especially developed this method based on the Indian conditions. According to
this method walkability index is a function of availability of footpath and pedestrian facility
rating. This can be calculated using equation
Walkability Index = [(W1 x Availability of footpath) + (w2 x Pedestrian Facility rating)]
Where, w1 and w2 are weights (assumed 50% for both)
Availability of footpath = Footpath length / Length of major roads in the city
Pedestrian Facility Rating = Score estimated based on opinion on available
Pedestrian facility
Using this walk ability index, MOUD assessed the quality of pedestrian infrastructure across
30 cities in India and found an average index of 0.52 (out of 1-point scale). Chandigarh
scored a maximum of 0.91. The method considers the length of only those footpaths which
are wider than 1.2m. For finding the pedestrian facility rating, a pedestrian survey is to be
carried out. Topics covered in this survey include: 1) Footpath width, 2) Footpath continuity,
3) Availability of crossings, 4) Maintenance and cleanliness, 5) Security from crime, 6)
Disability infrastructure, 7) Amenities, 8) Obstructions, and 9) Footpath surface
10.6.1.3 Walkscore.com Method

Walkscore.com calculates an area’s walk ability based on the distance from resident’s house
to nearby amenities. It is based on 1) the distance to walk able locations near an address, 2)
Calculating a score for each of these locations, 3) Combining these scores into one easy to
read Walk Score. The Walk Score may change as the data sources are updated or as the
algorithm used is improved. Walk Score is a number between 0 and 100.
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10.6.2 Methodology Adopted for Walkability Index

The methodology adopted to calculate the walkability index in case of Gurugram has taken
under consideration the parameters as stated above with further considerations. The scoring
would range between 0-5, where 0 states worst condition and 5 states highly suitable for
walking. Walkability score will be calculated for each sector and TAZ individually for an
overall comparison.
The parameters taken into consideration can be stated as: a) Footpath Availability, b)
Footpath Width, c) Encroachment, d) Effective footpath width, e) Kerb Height, and f)
Footpath Condition. Rating for each type has been done as follows:
• Footpath Availability - Available Footpath Length* Available Footpath %, where,

available footpath length = Footpath Network Length
• Footpath Effective Width – Available length with footpath/ Total Road Length) * (% of
footpath having effective width >= 1.8m) *1 else rating 0
• Kerb Height – Available length with footpath/ Total Road Length) * (% of footpath having
effective width >= 1.8m) * (% of footpath network below 15cm) *2
• For between 15-20 cm, rating to be multiplied by 1 and above that 0
• Footpath Condition – Available length with footpath/ Total Road Length) * (% of
footpath having effective width >= 1.8m) * (Footpath Network with Kerb height =<20cm
and condition ‘good’ / Footpath Condition is ‘good’) *1 else rating 0
The submission of rating obtained from above parameters would give a combined score
between 0-5 where, 0 – Not fit at all (Worst), 0-1 – Poor Condition, 1-2 = Below Average, 2-3
= Average Walkable, 3-4 = Suitable for Walking, 4-5 = Highly Walkable
10.6.3 Analysis
Detailed footpath Inventory Surveys were conducted to reach to the walkability index.
Various parameters covered under the survey includes: a) Footpath Availability, b) Footpath
Width, c) Encroachment and its type, d) Effective Width, e) Type of Signal, f) Kerb Height, g)
Utility Infrastructure such as bus stop, auto stand availability, h) Footpath Quality, and i)
Pedestrian Volume. Based upon these indicators’ further footpath density and walkability
index as per the methodology illustrated above were calculated. Results for the same have
been shown below.
Footpath Availability
The footpath availability had been surveyed for both sides left and right. The results for the
same have been shown in Figure 10-9. A combined map for both left and right has been
shown. It could be observed that only 28% of the total network was covered by footpath.
Major areas that have footpath includes the inner core area and part of New Gurugram such
as Huda City Centre, MG Road. The sprawl, upcoming development areas such as the
Badshapur, Narsinghpur, beyond Dwarka Expressway, New Sectors – 34, 36, 37, 53, 61,
49, 50 etc. are completely devoid of it
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Figure 10-8 Footpath Availability in the study area
Footpath Width
Apart from availability of footpath, footpath widths on either side were also noted down and
individual maps for the same have been shown below. It was observed generally same
widths on both sides. Varying width were observed from 1.5 – 3m footpaths. A preferable
width of footpath as per standards is stated as 1.8m. But the study taken for the area
showed only 23% of the area with the similar width. (23% of the network of the network with
footpath) which reflects a poor condition with respect to pedestrian infrastructure availability
(Figure 10-10).
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Figure 10-9 Footpath Width in the study area
Encroachment
The encroachment was also marked on the available footpath. The different types of
encroachment that came across were trees, electric poles, parking, information/ Utility
boards, Street vendors etc. It generally occupied 25-30% of the available footpath area.
Already a low share i.e., 28% network was found to be covered with footpath with majority of
it under encroachment. The encroachment was majorly by the trees except areas such as
hanuman Chowk, Bakhtawar, MG Road etc. chowk where street vendors and parking also
act as encroachment and makes walking a difficult task for pedestrians (Figure 10-11).
153
Figure 10-10 Footpath Encroachment in the study area
Effective Width
As stated above due to encroachment 25-30% of footpath widths is reduced. Figure 10-12
illustrating effective footpath width excluding encroachments has been shown below. The
two can be compared with the footpath widths above and difference could be seen reflecting
the further poor condition.
154
Figure 10-11 Footpath Effective Width in the study area
Kerb Height
Apart from availability of footpath, footpath widths, Encroachments, Kerb heights were also
surveyed for the available footpath network. Kerb height is another important parameter to
be looked upon as one considers pedestrian friendly environment. Just the mere availability
of footpath doesn’t give a guarantee for it being used. Proper infrastructure such as, street
furniture, bollards, streetlights, Kerb heights also play an important role. Generally, for the
study area the Kerb heights were found to be in range of permissible i.e. less than 150-
200mm. Figure 10-13 representing the same is shown below.
155
Figure 10-12 Footpath Kerb Height in the study area
Footpath Quality
Footpath quality in terms of broken, discontinuity, availability, paving was also assessed and
given a scoring of 1 and 0 where 1 is good, walkable and 0 represents poor. Of the available
network with footpath, majorly around 74% were in good walkable condition (including either
side as well) rest were broken, discontinues, covered with sand etc. thus in poor condition.
The map showing combined quality of footpath for both sides is shown in Figure 10-14.
156
Figure 10-13 Footpath Quality in the study area
157
Footpath Density
Figure 10-14 Footpath Density in the study area
Footpath Density TAZ wise was calculated taking total length of footpath network in the TAZ by
the area of TAZ. Core areas were seen to have high footpath density due to smaller TAZ
compared to as one moves away from the center. The overall thematic map showing footpath
density is shown in the Figure 10-15.
158
10.6.4 Walkability Index – TAZ Wise

Based upon the methodology illustrated above walkability index for the study area was
calculated. The average index for the study area came out to be 0.45 thus reflecting an overall
poor condition. The maximum index obtained TAZ wise was 4 in the new Gurugram area near
MG Road, Huda city Centre, Rapid Metro Area (cantonment area was excluded from the study
area). The thematic map showing the walkability index obtained for each TAZ is shown in Figure
10-16.
159
Figure 10-15 Walkability Index – TAZ Wise in the study area
10.6.5 Walkability Index – Sector Wise

Based upon the methodology illustrated above walkability index for the study area was
calculated. The average index for the study area came out to be 0.68 thus reflecting an overall
poor condition. The maximum index obtained sector wise was 4.68 in the new Gurugram area
near MG Road, Huda city Centre, Rapid Metro Area (cantonment area was excluded from the
study area). The thematic map showing the walkability index obtained for each sector is shown
in Figure 10-17.
160
Figure 10-16 Walkability Index – Sector Wise in the study area
10.6.6 Proposals
Based on walkability analysis about 402 km of road network has been identified for which
footpath needs to be developed as shown in below Figure 10-17.
161
Figure 10-17 Proposed Footpath Network
About 65 km of footpath needs widening as shown in Figure 10-18.
162
Figure 10-18 Proposed Footpath Widening Network
10.6.6.1 Footpath Availability

Footpath with a minimum width of 1.8 m with a vertical clearance of 2.4 meters shall be
provided as prescribed by Unified Traffic and Transportation Infrastructure. (Planning &
Engineering) Centre (UTTIPEC). No utility ducts, utility poles, electric, water or telecom boxes,
trees, signage or any kind of obstruction should be placed within the “Walking Zone”. At present
163
there are no footpath on most of the corridors. Based on walkability analysis about 402 km of
road network has been identified for which footpath needs to be developed and around 65kms
of network available with footpath requires widening as the effective width is less than 1.8mts.
Areas, which has a substantial movement of pedestrians, needs immediate attention for proper
movement of pedestrians. Thus, based upon need, the proposals have been divided into
immediate and short-term implementation under phases. Such as the widening of footpath has
been classified completely under immediate improvement for 65Kms. Footpath availability
requires large stretch to be covered thus divided into four phases taking first 100kms under
immediate and rest short term based upon phasing.
Prioritization of corridors had been done based upon following parameters: a) Walk Trip
Productions, b) Economic Class of Population, c) Upcoming Proposed Cycle Tracks, d)
Upcoming Population and Easy land Availability in the similar order. The thematic maps for
Economic class of people and production zones of walk trips were overlapped to decide upon
the priority in line with the proposed cycle tracks. As public bike sharing in itself due to its
required infrastructure comes under short term rather immediate, it needs to be taken into
consideration.
It was observed that based upon parameters, the prioritization proceeded from core area
towards outer upcoming development area. The map below shows the phase wise corridor
identified for development along with respective lengths
10.6.6.2 Footpath Widening

It is recommended to have a footpath on various roads to segregate motorized and pedestrian
traffic. Most of the locations in central core area has footpath, unfortunately it is either
encroached or occupied by vehicles and forcing pedestrians to walk on carriage way. This
leads to the reduction in carriageway capacity. Pedestrians’ walking on carriage is neither safe
nor convenient. Hence, a minimum of 1.8-meter footpath is suggested on either side of the road
especially in pedestrian intensive areas. As an immediate measure, it is proposed that the 65
km corridor which has effective footpath width less than 1.8 meters should have widened
footpath on both sides.
Figure 10-19 shows the phasing of construction of footpath under immediate and short-term
improvement plans.
164
Figure 10-19 Phasing for construction of footpath under Immediate and Short-Term Improvement
Measures
Table 10-1 shows the phase wise length of footpath to be constructed.
Table 10- 1 Phase wise length of footpath to be constructed

Total Length Footpath Present Phase 1 Phase 2 Phase 3 Phase 4
Available Length
558.6 153.6 103.7 101.5 101.4 98.4
(in Kms)
Percentage
100% 27.5% 18.5% 18.2% 18.2% 17.6%
Share
165
Table 10-2 shows the detailed proposals of footpath to be constructed and widened.
Table 10- 2 Sector wise Footpath Proposal

PHASE 1
SECTOR PHASE 2 PHASE 3 PHASE 4
Widening New
1 0.00 1.54 0.00 0.00 0.00
2 0.00 0.71 0.00 0.00 0.00
3A 0.00 0.92 0.00 0.00 0.56
3 0.00 0.04 0.00 0.00 0.00
7 0.00 0.22 0.00 0.00 0.00
8 0.00 0.92 0.00 0.00 0.00
9A 0.00 0.57 0.00 0.00 0.00
9B 0.00 0.84 0.47 0.00 0.00
9 0.00 0.24 0.00 0.00 0.00
10A 0.00 5.80 0.00 0.00 0.00
10 0.00 0.85 0.00 0.00 0.00
11A 0.00 0.38 0.00 0.00 0.00
12A 0.00 0.41 0.00 0.00 0.00
13 0.00 1.66 0.00 0.00 0.00
14 0.00 4.70 0.00 0.00 0.00
15 0.00 1.01 0.00 0.00 0.00
16 0.00 0.00 0.00 0.00 0.00
17 0.00 2.76 0.00 0.00 0.00
18 0.00 2.65 0.00 0.00 0.00
19 0.00 2.40 0.00 0.00 0.00
20 0.00 5.02 0.00 0.00 0.00
21 0.00 0.18 0.00 0.36 0.00
22 0.00 0.28 0.00 1.15 0.00
23 A 0.00 0.90 0.00 0.00 0.00
23 0.00 1.05 0.00 0.56 0.00
24 0.00 1.09 2.40 0.00 0.00
25 A 0.00 2.09 0.00 0.00 0.00
25 0.00 6.92 0.00 0.00 0.00
166
PHASE 1
Widening New
26 A 0.00 0.00 3.98 0.00 0.00
27 0.00 0.00 0.53 0.00 0.00
28 0.00 0.00 0.37 0.00 0.00
29 0.00 1.41 0.00 0.00 0.00
30 0.00 1.97 0.00 0.00 0.00
31 0.00 1.41 0.00 0.00 0.00
32 0.00 0.91 0.00 0.00 0.00
33 0.00 8.21 0.00 0.00 0.00
34 0.00 0.12 3.87 0.00 0.00
35 0.00 0.00 6.85 0.00 0.00
36 A 0.00 0.00 2.59 0.00 0.00
36 B 0.00 0.00 1.61 0.10 0.00
36 0.00 0.03 6.15 0.00 0.00
37 A 0.00 3.91 0.00 0.00 0.00
37 B 0.00 1.32 0.78 0.00 0.00
37 C 0.00 0.97 0.00 0.00 0.00
37 D 0.00 1.78 1.51 0.25 0.00
37 0.00 7.72 0.22 0.00 0.00
38 0.00 3.93 0.00 0.00 0.00
39 0.00 3.60 0.00 0.00 0.00
40 0.00 0.56 0.00 0.00 0.00
41 0.00 0.30 1.10 0.00 0.00
42 0.00 0.00 2.32 0.00 0.00
43 0.00 0.31 0.00 0.00 0.00
47 0.00 1.18 0.00 0.00 0.00
48 0.00 1.01 2.06 0.00 0.00
49 0.00 0.00 0.00 0.00 0.00
50 0.00 0.00 1.66 0.00 0.00
100 0.93 0.00 0.58 0.00 0.29
101 0.18 0.00 0.00 0.00 1.31
167
PHASE 1
Widening New
102 0.00 0.00 0.00 0.00 2.28
102 A 0.00 0.00 0.00 0.00 0.95
103 0.00 0.00 0.00 0.00 12.02
104 0.00 0.00 0.00 0.00 6.40
105 0.00 0.80 0.00 0.00 1.53
106 0.00 0.00 0.00 0.00 6.00
109 0.00 0.96 0.00 0.00 2.20
110 0.00 4.35 0.00 0.00 0.01
110 A 0.00 2.11 0.00 0.00 0.00
111 0.00 0.57 0.00 0.00 1.16
112 0.00 0.00 0.00 0.00 4.24
113 0.00 0.02 0.00 0.00 3.61
114 0.00 0.00 0.00 0.00 1.84
51 0.00 0.00 2.09 0.00 0.00
52 3.02 0.00 0.00 0.00 0.00
52 A 0.00 0.00 0.27 0.00 0.00
53 1.14 1.57 1.09 0.00 0.00
54 0.00 0.00 2.80 0.00 0.00
55 0.00 0.00 2.59 0.00 0.00
56 0.00 0.00 0.49 0.00 0.00
57 1.40 0.00 9.88 0.00 0.00
58 0.00 0.00 0.57 0.00 0.00
59 0.00 0.00 0.00 3.79 0.00
60 0.00 0.00 0.00 1.03 0.00
61 0.00 0.00 1.92 0.23 0.00
62 0.00 0.00 2.66 0.00 0.00
63 0.00 0.00 0.00 2.45 0.00
63 A 0.00 0.00 0.00 3.05 0.00
64 0.00 0.00 0.00 5.77 0.00
65 0.00 0.00 1.34 0.11 0.00
168
PHASE 1
Widening New
66 0.00 0.00 1.51 13.88 0.00
67 0.00 0.00 0.00 0.62 0.00
67 A 0.00 0.00 0.00 0.40 0.00
68 0.00 0.00 0.00 6.33 0.00
69 0.00 0.00 1.35 2.64 0.00
70 0.00 0.00 0.40 1.56 0.00
70 A 0.00 0.00 0.00 0.80 0.00
71 0.00 0.00 3.78 0.00 0.00
72 0.00 0.00 1.56 0.00 0.00
72 A 0.00 0.00 0.09 0.00 0.56
73 0.00 0.00 0.73 0.00 0.00
74 0.00 0.00 2.97 0.00 0.00
74 A 0.00 0.00 1.29 0.00 0.00
75 0.00 0.00 1.16 0.66 0.00
75 A 0.00 0.00 1.33 1.35 0.00
76 0.00 0.00 0.00 2.93 0.00
88 B 0.00 0.00 0.00 0.03 1.61
99 0.00 0.00 0.00 0.00 2.53
99 A 0.00 0.00 0.00 0.00 1.03
Amm. Depot 1.23 1.96 0.00 0.04 0.00
NULL 0.00 0.00 3.49 12.42 0.00
TOTAL 7.90 99.17 84.39 62.52 50.12
Out of the
sector but
- 4.5 17.1 38.9 48.3
within Study
area
10.7 Pedestrian Crossing Infrastructure

10.7.1 Background
Walk is an essential component of the transportation system of a city. Provision of insufficient or
inappropriate pedestrian infrastructure can reduce the efficiency of the transportation system of
a city. For public transport users, lack of easy access and egress could affect the ridership of
the system. On the city roads, lack of proper sidewalks and crosswalks could lead to use of
169
carriageway by the pedestrians, jaywalking and road crashes. In India, the share of pedestrian
fatalities in road crashes was found to be 8.8% (MoRTH, 2015).
Further, looking at the type of pedestrian movement during road crashes, it was found that over
90% of the road crash facilities in Indian cities occur at pedestrian crossing locations (NCRB,
2014). The reason behind these high number of road crashes at the pedestrian crossing
locations could be lack of appropriate crossing facilities for pedestrians. For the selection of
appropriate pedestrian crossing facilities, IRC:103-2012 is used and is based on traffic and
pedestrian flow conditions, waiting time/delay, vehicle speed, road crash inventory and the
behavior of pedestrians and motorcyclists.
IRC-103 was first introduced in1988 and revised recently in 2012. In 2012 revision of the code,
no modifications were seen in pedestrian crossing warrants since they were first reported in
1988. The code suggests that mid-block crossings may be warranted when one or more of the
following conditions exist:
1. Peak hour volumes of pedestrians (P) and vehicles (V) are such that PV2>108 for
the undivided carriageways and PV2> 2*108 for divided carriageways;
2. Approach speeds of vehicles exceed 65 Kmph;
3. Waiting time for pedestrians/vehicle becomes too long;
Accident records indicate 5 or more injuries to pedestrians in a year due to collision with
vehicles.
10.7.2 Foot Over Bridge Proposals

There is a significant amount of pedestrian traffic at JIPMER. Peak volume of pedestrian
crossing is observed to be around 1100 between 12:00 and 1:00 in the afternoon. The traffic
volume during that period is around 2100 vehicles. As per IRC-103 it is warranted when one or
more of the following conditions exists
• PV2>=108 for undivided carriageways (where P=pedestrian volume & V=traffic volume)
• PV2>=2*108 for divided carriageways
• Approach speed of vehicles greater than 65kmph
• Waiting time for pedestrian/vehicles become too large
• 5 or more accidents in a year
Any one of the above conditions is meeting then a foot over bridge is recommended for safe
movement of pedestrians. Apart from the foot over bridge, it is recommended to install escalator
and elevator which would encourage pedestrians to take foot over bridge instead of crossing on
road as shown in the figure below. When foot over bridge is constructed, it is mandatory to
close the at-grade pedestrian crossing otherwise the purpose of foot over bridge is not served.
The foot over bridge at the bus stop is underutilized as most of the people are using at grade
crossing. During the primary survey, it is observed that some people are unable to climb stairs
because of health issues and median opening is attracting the pedestrian to cross the road at
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grade. Hence, it is recommended to install escalator and elevator to attract pedestrians to take
foot over bridge and also would help senior citizens to safely cross the road.
Figure 10- 1 Foot over Bridge with Escalator and Elevator
Locations where foot over bridge shall be implemented are:
• Sheetla Mata Mandir

• Haryana Urban Development Authority
• Bhim Nagar Chowk
• Sec-4 Laxman Vihar
Below Table 10-3 shows the proposed pedestrian facility at various locations.
Table 10- 3 Proposed Pedestrian Facility

Proposed
No. of Speed
S.no Locations P V PV2 Pedestrian
Lanes (Kmph)
Facility
1 Bus Stand 225 4274 4.11*10^9 4 25-40 Zebra Crossing
2 Bhim Nagar 94 4021 1.52*10^9 4 25-40 Zebra Crossing
Sheetla Mata
3 534 3183 5.41*10^9 4 Oct-25 FOB
Mandir
4 Ravi Nagar 110 915 9.2*10^7 4 >40 Zebra Crossing
Haryana Urban
5 Development 282 2448 1.69*10^9 6 25-40 FOB
Authority
6 Shukrali 63 3842 9.30*10^8 6 25-40 Zebra Crossing
Bhim Nagar
7 547 2267 2.81*10^9 4 25-40 FOB
Chowk
Sec-4 Laxman
8 318 4028 5.16*10^9 2 >40 Zebra Crossing
Vihar
Maruti Suzuki
9 52 2446 3.11*10^8 6 25-40 Zebra Crossing
Gate No. 1
Huda City
10 115 5184 3.09*10^9 6 25-40 Pelican Signal
Metro Station
11 Huda Colony 172 1981 6.75*10^8 4 25-40 Pelican Signal
171
Proposed
No. of Speed
S.no Locations P V PV2 Pedestrian
Lanes (Kmph)
Facility
Car Driving
12 130 1222 1.94*10^8 2 >40 Pelican Signal
School
Good Earth
13 63 1291 1.05*10^8 4 25-40 Zebra Crossing
City Centre
Tau Devilal
14 87 3954 1.36*10^9 6 >40 Zebra Crossing
Park
15 Sikandarpur 65 8814 5.05*10^9 6 25-40 Zebra Crossing
10.7.3 Pedestrian Signals and Tabletop / Rumble Strips

Locations where traffic movement is high and with high speed, pelican signals shall be
implemented. This facility shall be implemented in CBD area with high crossing along with
tabletop or rumble stripes. The same shall also be implemented at locations where there are
educational institutions for the safety of children.
Figure 10-20 Tabletop and Rumble Strips
Most of the foot path portion is underutilized, damaged or occupied by encroachments, parking
etc. An attention is needed first for opening on existing footpath. As the right of way width is
limited in CBD area, the improvements must be made within the existing right of way.
10.7.4 Tabletop Pedestrian Crossing Proposals

It is observed that at many crossings, vehicles do not slow down which is not safe for
pedestrians crossing the road. Especially two wheelers do not slow down at the junctions.
Hence tabletop pedestrian crossing would slow down the motor vehicles and gives safety to
pedestrians as shown in the figure below. Figure below shows typical where tabletop crossing
is needed in boulevard area.
172
Figure 10-21 Tabletop Crossing
It is proposed that Bus Stand Road, Bhim Nagar Road, Ravi Nagar Road, Sukhrali Road,
Maruti Suzuki RoadGate No. 1, Good Earth City Centre, Tau Devilal Road and
Sikandarpur Road should have Tabletop Crossing on road as shown in figure 10-22.
10.7.5 Pelican Signals Proposals

It is suggested to install pelican signals at places where demand for pedestrian crossing is high
along with motorized vehicles. Pelican signal locations are as follows
• Huda City Metro Station
• Huda Colony
• Car Driving School
Figure 10-22 Pelican Signal
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10.8 Intersection Improvement

There are four intersections covered in the detailed intersection design in the study area under
GMDA. They are Mayfield Garden Chowk, Bakhtawar Chowk, AIT Chowk and Hanuman Mandir
Chowk. Out of the four, Hanuman Mandir Chowk is on the North side of NH-8 whereas others
are on the Southern side. The map showing locations of all intersections is given below.
Figure 10-23 Locations of Intersections
10.8.1 Mayfield Garden Chowk

Mayfield Garden Chowk is a 3-arm intersection located near Sectors 50 and 51 in Gurugram.
However, there is an entry/exit for vehicles at the mouth of the intersection those are using SS
Plaza and the service road. Thus, it may be characterised as a 4-arm intersection when traffic
movement is concerned. It is connected by Vikas Marg and Nirvana Central Road adjacent to
Baani Square, Cloudine Hospital and SS Plaza (Figure 10-25). Both intersecting roads have six
lane divided carriageway ranging from 30-36 metres wide ROW.
174
Figure 10-24 Mayfield Garden Intersection
Vikas marg carries most of the traffic entering the intersection when the approaching volume is
5191 PCUs at the peak hour (18.15-19.15). As given in the figure below, entry volumes from A
and C are 2674 and 2197 PCUs respectively. Most of the traffic is by passable in nature as
straight moving vehicles contribute to 68-87% of the whole traffic entering the intersection. The
arm B contributes to 1093 PCUs at the peak hour. There is a reasonable traffic entering and
leaving from arm D even though it is negligible compared to major arms. But at times, it adds
more to the congestion created at the intersection.
Figure 10-25 Traffic movement at Mayfield Garden Chowk
No Pedestrian Crossing Facility Is Available. Service lane is used for left turn movements, as it
is open directly to main road. Multiple entry and exit is seen at the service roads. Gaps in
medians or discontinuous medians are observed at different places. Major conflicts at the
intersection happen due these issues.
Proposed Design
The proposed improvement design proposals are shown below:
175
176
177
178
10.8.2 Bakhtawar Chowk

Bakhtawar Chowk is a 4-arm intersection located near Sectors 38, 46 and 47 in Gurugram. The
major road is Netaji Subhash Marg which connects to HUDA City Centre on the East and NH-8
on the West. It is a 6-lane divided road with service roads on both sides and 60 metres RoW.
CH Bakhtawar Singh road and Satpal Mittal Marg merge at the intersection from North and
South respectively. They are 4-lane divided roads with service roads on both sides. Both
intersecting roads have six lane divided carriageway ranging from 30-36 metres wide ROW
(Figure 10-27).
179
Figure 10-26 Bakhtawar Chowk Intersection
Bakhtawar Chowk is one of the important intersections in Gurugram where huge traffic
movement is witnessed. The peak hour is observed to be 18.00-1900 hours and approaching
volume is as high as 8545 PCUs. Netaji Subhash Marg carries 78% of the whole traffic entering
the intersection. As given in the figure below, entry volumes from A and C are 2788 and 3906
PCUs respectively. Most of the traffic is by passable in nature. The arm B contributes to 1543
PCUs at the peak hour. Arm D takes up a traffic of 1024 PCUs. The Table 10-4 shows the
detailed traffic movement from all arms to all arms.
Table 10- 4 Traffic movement at Bakhtawar Chowk
Destination Arm
PCU
A B C D Total
A 29 290 1734 853 2788
B 217 1 1530 612 1543

Origin Arm
C 2054 588 10 1635 3906
D 86 956 11 11 1024
Alignment of the arms B and D are not straight leading to the intersection being wide which
leads to more time for the traffic from arms A and C to cross the intersection. The medians in
arm B and arm D are short (end before actual point of intersection). The zebra crossing is
180
hindered by the median of high height in the middle. Pedestrian crossing the intersection causes
major accidents as approaching vehicle speeds are very high.
Proposed Design
The proposed improvement design proposals are shown below:
181
182
183
10.8.3 AIT Chowk

AIT Chowk is a 4-arm roundabout located near Sectors 53, 54, 55 and 56 in Gurugram (Figure
10-28). AIT Chowk is an intersection where Golf Course meets with Rail Vihar Road and Ansal
University road. This is one of the infamous and most congested intersection in Gurugram with
delays building up to 25-30 minutes. Golf Course road is 12-lane divided access control roads
with additional two lane service roads on both sides. The ROW varies from 40-75 metres. Rail
Vihar road has 4-lane divided carriageway whereas Ansal University road has 9 metres wide 2-
lane undivided carriageway.
184
Figure 10-27 AIT Chowk
AIT Chowk Roundabout has the maximum traffic in the morning peak hour during 9.00-10.00
with an approaching volume of 10,223 PCUs. Golf Course road itself manages 69.6% of the
entire approaching traffic at the intersection. Most of the traffic, ie, 64.5% and 86.2% is straight
moving from arm A and C respectively. There is an evident right turning movement from
Sikaderpur side of Golf Course road to Rail Vihar that caters up to 25.5% of entire traffic. Rail
Vihar road (towards Brigadier Osman Chowk) occupies a total volume of 2746 PCUs but
majorly left turning traffic. Ansal University road is the least occupied one among the four
(Figure 10-29).
185
Figure 10-28 Traffic movement at AIT Chowk
Wrong Lane driving at AIT Roundabout is seen on arm D near the intersection. People drive
from Arm B to A or C to A to avoid circulating the roundabout or taking a U Turn. This is due to
the Rapid Metro Station at Sector 54 Chowk that hinders service roads. Opening of service lane
at end of arm A, provokes commuter to take U turn.
10.8.4 Hanuman Mandir Chowk

Hanuman Mandir Chowk is a 4-arm intersection located near Sectors 19, 20, 21 and Dundahera
Village in Gurugram. Hanuman Mandir Chowk is an intersection where Shankar Chowk Marg
(Arm B) meets with Old Gurugram road (Arm A & C). Even though it is a 4-arm intersection, the
majority of traffic movement are seen in three arms only. Old Delhi road has a ROW of 30
metres and Shankar Chowk road has ROW up to 25 metres. In terms of carriageway, Old
Gurugram road and Shankar Chowk road are 6-lane divided and 4-lane divided respectively
(Figure 10-30).
Figure 10-29 Hanuman Mandir Chowk
Hanuman Mandir chowk has an approaching volume of 5536 PCUs in the peak hour during
9.00-10.00 hours in the morning. Arms A, B and C equally contribute to the total traffic at the
intersection when Arm D manages less than 1% of the total traffic. Also, the movements in the
major three arms are characterized by similar traffic patterns. Heavy flow is observed for left,
straight and right turning traffic on all arms (Figure 10-31).
186
Figure 10-30 Traffic movement at Hanuman Mandir Chowk
It is observed that the road width decreases at the intersection due to which bottleneck is
created. There are no provisions of footpath in most of the arms. Encroachment on both side
due to construction activities, hawkers is seen along with on street parking due to presence of
automobile workshops/service centers near the intersection. Alignment of the road is not
desirable. Long queues are built-up at the mouth of the junction due to IPT pick and drop. No
lane markings and signs are provided. It is also found that too many openings in median causes
slow traffic movement and poor level-of-service.
10.9 Public Transport

10.9.1 Bus Route Rationalization
The short-term recommendations for Bus Routes have been aligned with DIMTS study of 2008
titled “Implementation of City Bus Service Project in Gurugram – Bus Route Planning and
Rationalization” as the horizon year estimates of this study were similar to the estimations made
in the present study with minor changes in Phasing based on the estimated ridership on the
proposed routes.
10.9.2 Recommended Route Planning & Rationalization

As per the study, all existing routes have been categorised in following three categories in Table
10-5.
187
Table 10- 5 Route Planning Rationalization

Category Details
No structural change is required as these routes follow passenger desire line

and doing fine in terms of financial parameters.
No Change Routes
These routes will be retained with some adjustment in frequency
Part of these route alignments will require modification to match passenger

desire lines and to improve its financial efficiencies
Modified Routes
Alignment change is suggested in terms of curtailment or extension of route
based on trip desire pattern
These routes are considered inefficient as having very high overlaps with other
system. Provide no advantage to public transport network of city and make it
Merged Routes
complicated and also doing poorly in terms of financial parameters. These routes
will be merged as they are performing low in all the parameters.
Based on the analysis and evaluation of existing routes, good performing routes have been
retained, medium level performing routes have been modified and new routes have been
planned with connections to major nodes/areas. The Table 10-6 show the list of routes by
categorization.
Table 10- 6 Short-term Route Rationalisation Proposals
Modification
Existing Route Name Modifications
Type
Huda city centre to Badshahpur
via Subash chowk
Bus stand to Anand Vihar
No Change Gurugram to Karol Bagh No Change in Alignment
in Route
Gurugram to Farrukh nagar
Huda city centre to Dharampuri
Gurugram to Heli Mandi
Gurugram - Kendriya Vihar Alignment Has been Changed
Modification by continue route in old
Gurugram - Dundahera
Gurugram road
Route curtail and modified by route
Gurugram - Palam Vihar
Modified start point from IFFCO Chowk
Route
Route extended up to Btasai Chowk
Huda city centre to ESI Hospital & Change in alignment Via Sec 31 &
41
Route alignment modified by
Huda city centre - Sohna
connecting to Bus stand
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Modification
Existing Route Name Modifications
Type
Loop Route is proposed which
Huda city centre - Hero Honda
connects railway station, IFFCO
chowk
Chowk, Huda City center
Route curtail and started from
Bus stand to Green field colony
Sector 61
Huda city centre to Vatika Route extended up to Sikanderpur
Gurugram to Pataudi Route Curtail at Bilaspur Kalan
Huda city centre to Badshahpur Merge with Badshahpur route Via
via Kanahi Subash Chowk
Merge the route with Badshahpur
Bus stand to Mudrika sewa 1 and change in the alignment part of
Merged where overlap with Metro
Route
Route merge with Badshapur &
Bus stand to Mudrika Sewa 2
Railway station
Huda city centre to Railway Merged with Huda city center to
station Dharmapur
Cyber City to Badshahpur
Manesar to Railway station
Railway Station to Dhaula kuan
Sector 88A to Palam Vihar
Rajeev Chowk to KIIT College
of Engineering
New Routes Sector 2 to Ghata Village (New Routes)
Sector 2 to Sector 6A
Gurugram Bus stand to Ansal
university
Huda city Center to Palam
Vihar
Sector 97 to Badshahpur
Source: “Implementation of City Bus Service Project in Gurugram – Bus Route Planning and Rationalization”, DIMTS
(2008)
10.9.3 Recommended Bus Route Hierarchy

Rationalized routes together with new routes identified for the study were classified into three
categories as per importance of routes and ridership levels. Trunk routes are defined as highest
order routes which will run on major demand routes with high frequency connecting major
demand centers. Primary routes will be of second order in terms of demand and will operate on
primary and secondary network. Secondary routes are those having lower ridership and passing
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through relatively low capacity roads and low-density areas. Regional connectivity routes are
those which provide connectivity to the areas outside Gurugram Metropolitan Area. It is also
suggested that to reduce complexity in operation, initially regional routes could be operated on
the alignment falling within GMDA area and later could be extending for outer areas beyond
GMDA. It is about 509 buses estimated to be required for city buses services and it is estimated
around 35 buses per lac population which meets exiting norms of India. Details are given in
Table 10-7.
Table 10- 7 Proposed Route Hierarchy
Route Estimated
Route Type Route Name Length (in Fleet Size
Km)
Gurugram Bus stand to Bilaspur kalan 30 22
Harsaru to Dundahera 11.9 18
Huda city centre to Dharampuri 13 20
Sector 2 to Ghata Village* 19.7 29

Trunk
Routes Basai Chowk to Huda city center (Via 18
11.9
GBS)
Sohna to Railway station 21.7 16
Manesar to Railway station* 26 19
Total Trunk route length 134.2 142
Huda city center to Huda city center (via 23

25.1
Hero honda chowk, Railway station)
Gurugram Bus stand to Farrukh nagar 19.5 14
Gurugram Bus stand to Ansal University 13

13.9
(Mayfield Garden) *
Sikanderpur Metro station to Sector 84 19.6 18

Primary
Routes
Cyber City to Badshahpur* 17.7 16
Huda city centre to Palam Vihar* 14.9 14
Sec 56 to Dundahera 16.3 15
Manaser to Cyber City 27.6 10
Gurugram Bus stand to Palam Vihar 10.5 20
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Route Estimated
Route Type Route Name Length (in Fleet Size
Km)
Total Primary Route Length 165.1 143
Huda City Center to Maruti Kunj (Via 10

13.2
Badshahpur)
Sector 97 to Badshahpur (Via IMT 15

20.7
Manesar) *
Secondary
Sec 2 to Sec 6A* 9.3 8
Routes
KIIT College of Engg to Rajeev Chowk* 14 11
Sector 88A to Palam Vihar* 15.1 12
Total Secondary Route Length 72.3 56
Railway Station to Dhaula Kuan* 20.4 30
Gurugram Bus stand to Anand Vihar 48 33

Regional
Routes
Gurugram Bus stand to Karol Bagh 31.5 22
(Connecting
outside
Harsaru to Heli Mandi 22.6 17
Gurugram
Metropolitan
Sec 61 to Green Field 27.2 20
Area)
Total Regional connectivity Route 122
149.7
Length
Grand Total of all Routes length 521.3 463
Additional 10% for maintenance (90% of fleet utilization) 46
Fleet estimated for Gurugram city bus services 509
*New Bus Routes

Source: “Implementation of City Bus Service Project in Gurugram – Bus Route Planning and Rationalization”, DIMTS
(2008)
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10.9.4 Recommended Phasing of proposed bus routes

Based on the estimated ridership of the proposed routes phasing has been done. The Table 10-
8 shows the demand level and Phasing of the proposed routes by DIMTS, 2018 study.
Table 10- 8 Proposed Phasing for DIMTS Recommended Bus Routes
Route Name Demand per Bus Phasing

Ambience mall to Bus Depot 800 to 1250 Operating
Basai Chowk to Huda Less than 800 Phase - 1
Cyber hub to Badhushapur Less than 800 Phase - 2
Dunadahera to Sector 56 Less than 800 Phase - 2
Dundahera to Wazirpur Less than 800 Operating
Farukh nagar to GBS Less than 800 Medium Term
GBS to Ansal university Less than 800 Phase - 1
GBS to Gurudornacharya 800 to 1250 Phase - 1
GBS to Palam Vihar Less than 800 Phase - 2
GBS to Shona Less than 800 Phase - 2
Huda City Center to Basai Less than 800 Operating
Huda city to Palam Vihar Less than 800 Phase - 2
Huda to Badhushapur Less than 800 Phase - 1
Krishna Chowk to Sec 56 800 to 1250 Operating
Loop Route Less than 800 Operating
Manesar to Railway Less than 800 Phase - 1
Sec 88A to Palam Vihar Less than 800 Medium Term
Sec 97 to Badhushapur Less than 800 Phase - 2
Sikendrapur to Sec 84 800 to 1250 Phase - 1
Wazirabad to Daultabad Less than 800 Operating
*Phase – 1: 2019 to 2021 | Phase – 2: 2021 to 2023 | Medium Term is after 2024
• Routes for Phase 1 is considered based on the demand levels and route profile
(alignment through activity areas) to implement between 2019 – 2021.
• Routes for Phase 2 is considered based on the demand levels and route profile
(alignment through activity areas) to implement between 2021 – 2023
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• Medium Term routes are not having enough demand to implement the bus routes in the
current situation as one of the main reasons is development still in the upcoming stage
on the proposed route alignments.
10.10 Public Transport Accessibility

Public Transport Accessibility Index has been estimated for the study area at TAZ level for base
year and short-term plan with operating all recommended bus routes based upon existing
operated Public Transport Routes (Bus and Metro) with using route wise frequency and TAZ
Area.
Public Transport Index = √Nij/Ai
Where N = Frequency of PT and;
A = Area of the i zone.
From the analysis, it was observed that around 50% of the zones doesn’t have any public
transport connectivity in the base year which shown as zero accessibility index. The maximum
value could be observed at Gurugram Bus stand area, Huda city center and Gandhi Chowk with
index greater than 1, followed by TAZ 174, 161, 166, and 201 closes to 1. Thus, looking at the
overall scenario one can say that the area has a poor accessibility index and measures to
improve must be looked upon with the growing demand within the study area.
From the analysis it has been observed that the public transport accessibility levels for the base
year is estimated as 0.21 which is very low, and it will improve to 0.39 after fully implementing
the recommending bus routes in the study area. The figure below shows the accessibility levels
in base year and accessibility levels after fully implementing the recommended bus routes.
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Figure 10-31 PT Accessibility in Base Year – 2019
Figure 10-32 PT Accessibility in Horizon Year – 2041
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10.11 Bus Stops

There are three basic locations of bus stops: far-side stops, nearside stops, and mid-block
stops. Each location has its own benefit, and may either be a curb side stop or have a bus
turnout. Although turnouts are most commonly used at mid-block stops.
Falling guidelines are considering and proposed.
Far side Bus Stops are located downstream of signalized or un-signalized intersections Far
side stops typically provide a gap in traffic, so the bus has a higher level of visibility and may pull
out into traffic more safely.
• The pedestrian crosses the road behind the bus waiting at the stop, as normally
pedestrians prefer to cross the road near the mouth of the intersection in order to access
intersecting streets.
• Clear visibility for both the pedestrian and oncoming traffic (unhindered by the bus) of
each other; and
• The reduced risk of a bus colliding with crossing pedestrians when leaving the bus stop.
Figure 10-33 Placement of pedestrian crossing behind bus stops
Figure 10-34 Bus stops located on the far side (right) are desirable
Figure 10-35 Far side Bus stop
Near-side Stops are located upstream of an intersection and may be used where the route
changes direction at an intersection. Issues associated with using near-side stops include buses
or passenger shelters that block sight lines near intersections; buses that block right turn lanes;
and pedestrians/passengers that walk-in front of the bus.
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Figure 10-36 Near side bus stop
Mid-block Stops are located between intersections and typically serve a major destination such
as a hospital or shopping center. Mid-block stops typically result in a loss of on-street parking,
encourage jaywalking, require transitions so the bus may pull in and out of the stop, and can
interfere with driveways and utilities.
Figure 10-37 Mid-block Stops
10.12 Bus Depot

A bus depot (or bus garage) is where buses are sheltered, maintained and parked. It is
comprised of facilities for service/repair, washing and fuelling of buses; offices for administrative
functions; and parking spaces for buses, and vehicles of staff and visitors (The World Bank
Group and PPIAF, 2006). It also includes amenities like changing rooms, resting rooms, and
other necessary facilities for the depot crew (drivers, conductors, and office and workshop staff).
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Figure 10-38 A Bus Depot of Delhi Transport Corporation (DTC)
10.12.1 Components of Bus Depot

The development of a bus depot involves arranging and planning the infrastructure (and other
elements) with a more detailed dimensional understanding, to ensure functional efficiency and
effectiveness of the facility. This also requires implementation of modern techniques, as well as
planning services that will ensure smooth functioning of the system.
A bus depot includes provisions for several activities under different categories. During design
development, the provision of the activities must be planned category-wise.
Following are the components integral to a bus depot –
• Entrance/Exit
• Internal Parking (bus)
• External Parking (private vehicles)
• Fuelling
• Cleaning/Washing
• Maintenance
• Storage
• Administrative Facility
10.12.2 Depot Size and Typology

The World Bank Group and PPIAF (2006) suggests that a bus depot should be economically
sustainable, and manageable in size. The relationship between bus depot size and economic
sustainability as well efficient management of the facility is governed by the following two factors
–
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• Each depot requires a unit area per bus. This includes space for parking, for circulation and
space occupied by depot servicing activities. All area requirement apart from parking
requirement, tends to reduce per bus with increase in the number of buses accommodated
at a site. Hence, per bus area requirement reduces exponentially with increase in depot
capacity/size. This results in an inefficient use of space for very small depots.
• The equipment used in a depot, such as gantry washers, fuelling stations, etc. have a
capacity to serve a limited number of buses in an hour or a depot shift. Thus, a depot
capacity in multiples of that capacity will result in an efficient use of the installed equipment
and associated manpower.
10.12.3 Depot Requirement in Gurugram

After Route Rationalization and introduction of 10 new routes, a total of 509 buses will be
operating in Gurugram and thus, there is a demand for bus depots. The optimum capacity of a
bus depot depends on (1). Servicing facilities (number of pits, repair bays etc.), (2). Effective
control of vehicles, (3). Safety & security risks and (4). Dead mileage. Considering this, it has
been observed in Indian conditions that a Medium Size Depots, with capacity of 120 to 140
buses per depot, is best suited for cities.
Estimated Fleet Size : 509 Buses

Assumed Capacity of Depot : 130 Buses per Depot
Number of Depots Required : (509 / 130) = 4 Depots (approx..)
Area Required per Depot (as
: 25,000 Sqm. (2.5 Hectares)
per provisions in Delhi)
Total Area Requirement : 1,00,000 Sqm. (10 Hectares)
So, 4 Bus Depots of area 25,000 Sqm. each are required for Gurugram in short-term. The area
statement for services within the depot is given in below table
Table 10- 9 Space Utilization within the Depots

Space Use Area (Sqm.) Percentage Share
Plinth of all structure 3950 16%
Space for manoeuvring of buses 10255 41%
Parking space 5595 22%
Open space 5200 21%
Total 25000 100%
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10.12.4 Site Planning of Depot

Depot-site or the land allocated for the depot needs to be planned in such a way that there
exists adequate provision for the various operations explained above. Figure 10-39 shows the
typical blocking or functional arrangement of vehicle and infrastructure operations of a bus
depot. This involves the provision of area to accommodate fleet vehicle parking, fuelling station,
vehicle washing/cleaning area, workshop and maintenance area, administrative offices, private
parking, crew facilities, and other utilities.
Figure 10-39 Site organisation for vehicle & infrastructure operation in a Depot
10.13 Last – Mile Connectivity around Metro Stations

Gurugram has connectivity through two metro lines: Rapid Metro (phase-1 and phase-2) and
Yellow Line Metro. The area surrounding these serve as a major hub of employment centres,
retails and a growing residential population.
10.13.1 Characteristics of Metro Station users

The yellow line metro has a route length of 5.3 kilometers within Gurugram and has 5 Metro
stations which receive a daily footfall of 2,80,540 (Table 10-10).
Table 10- 10 Characteristics of metro users on Yellow Line

Metro Stations
Measures
HUDA CC IFFCO Chowk MG Road Sikandarpur Guru Dronacharya
ATL (Km.) 8.4 6.3 3.7 3.2 3.6
Work Trips 50.7% 66.7% 64.5% 76.2% 56.7%
Social Trips 19.4% 15.4% 7.2% 8.2% 23.6%
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The Rapid Metro (Phase – 1) has a route length of 4.9 kilometers and has 6 Metro stations
which receive a daily footfall of 32,100 (Table 10-11).
Table 10- 11 Characteristics of Metro users on Rapid Metro Line (Phase - 1)

Metro Stations
Measures
Cyber City Moulsari Phase II Phase III Sikandarpur Vodafone
ATL (Km.) 0.5 0.9 0.4 0.4 1.4 0.5
Work Trips 81% 75% 73% 73% 60% 71%
Social Trips 9.4% 18.2% 10.2% 10.2% 28.4% 19.4%
The Rapid Metro (Phase – 2) has a route length of 6.8 kilometers and has 5 Metro stations
which receive a daily footfall of 26,427 (Table 10-12).
Table 10- 12 Characteristics of Metro users on Rapid Metro Line (Phase - 2)

Metro Stations
Measures
Phase I Sector 42-43 Sector 53-54 Sector 53 Sector 55-56
ATL (Km.) 1.8 0.9 1.0 1.5 4.5
Work Trips 54.3 84.6% 85.5% 58.5% 83.6%
Social Trips 26.4 10.5% 4.2% 28.0% 6.3%
10.13.2 Last – Mile Characteristics around Metro Stations

Rather than a measure distance, the first or last “mile” of a trip refers to the initial or final leg of a
journey between home and a given destination. It addresses the connections between activity
centres or transit stops and stations and final destinations such as residences, offices, and retail
areas. Making safe, comfortable trips between destinations and transit as well as connections to
the nearby activity centres of Gurugram is critical in maintaining and enhancing the economic
competitiveness and liveability of the area. Hence, last mile connectivity to metro stations is a
critical need, given the variety and forms of transportation offered within the area.
10.13.2.1 Yellow line Metro

Auto rickshaws have the highest supply as compared to the other modes on the yellow line,
which is around 476. Shared autos, e-rickshaws and cycle rickshaws have relatively similar
supplies, in the range of 189-213. The line is served majorly by hired modes i.e. autos and
Ola/uber., In almost all the stations the major portion of the demand is served by hired autos.
The mode wise transport supply at each station varies considerably. MG Road station has
highest supply for all modes as compared to all other stations in the yellow line. HUDA City
Centre has the highest supply of auto rickshaws throughout the yellow line (Figure 10-40).
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Figure 10-40 Station-wise surveyed transport supply on Metro Stations of Yellow line
10.13.2.2 Rapid Metro (Phase – 1)

The line is served majorly by hired modes i.e., autos and cycle rickshaw. Load factor is highest
in cybercity that is 1.34 for Auto Rickshaw at peak time and least in Sikanderpur in off peak that
is 0.34. There is almost about 30% - 50% difference in load factor in every mode during peak
and off-peak hours (Figure 10-41).
Figure 10-41 Station-wise surveyed transport supply on Metro Stations of Rapid Metro (Phase - 1)
10.13.2.3 Rapid Metro (Phase – 2)

The line is served majorly by hired modes i.e., autos and e-rickshaws. Sector 55-56 has the
highest supply of transport modes as it is the terminating station (Figure 10-42).
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Figure 10- 2 Station-wise surveyed transport supply on Metro Stations of Rapid Metro (Phase - 2)
10.13.3 Issues
• There are no designated accumulation spaces for taxis and autos, due to which they
occupy the service roads and carriageway itself.
• Lack of pedestrian facilities like adequate pedestrian crossing, continuous footpaths,
pedestrian shelter at crossings
• No feeder bus services available from any of the metro stations
• The cycle infrastructure coverage is only at limited areas like HUDA city centre.
• There is a significant gap between demand and supply of last mile connection modes.
• The fare per km of last mile is around Rs 8 to Rs 15 which is exorbitant as compared to line
haul cost.
• The walkability index of nearly all stations is in the range of 6 to 7, which indicates medium
level of walkability.
• The extent of roads with footpaths is in the range of 10% to 30% of the total road network.
10.13.4 Proposals
10.13.4.1 Service Area of Modes

In order to improve last – mile connectivity to the metro stations, it is very important to fix the
catchment area of the stations for each mode, called the service area, so that, maximum
benefits can be obtained through their operations.
Yellow Line Metro
At present NMT modes are operating at the range of 4km, it can be reduced to 3km, whereas
hired and shared mode is operating at 9 km,11 km (almost double of desirable range) (Table
10-13).
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Table 10- 13 Service area for Modes for Last-Mile Connectivity around Metro Stations of Yellow
line in Gurugram
75th Percentile of Trip
Mode Desirable (km) Operational Km (75%)
Length
NMT 3 4 2.5
Hired Modes 5 9 4
Shared Modes 5.5 11 5
Rapid Metro (Phase – 1)

For Phase 1 metro line station, NMT modes are operating at the range of 3.5 km, it can be
reduced to 1.5 km, whereas hired mode is operating at 7 km, which can be reduced to the range
of 3 km.
Table 10- 14 Service area for Modes for Last-Mile Connectivity around Metro Stations of Rapid
Metro (Phase 1) in Gurugram
Length
NMT 1.5 3.5 1
Hired Modes 3 7 3.1
Shared Modes 4 6.5 3
Rapid Metro (Phase – 2)

NMT modes are operating at the range of 2.5 km, hired mode are operating at 9 km, which can
be reduced to the range of 5.5 km. Shared mode operational range is 8.5 km which can be
increased to 10 km.
Table 10-1 Service area for Modes for Last-Mile Connectivity around Metro Stations of Rapid Metro
(Phase 2) in Gurugram
Length
NMT 2 2.5 2
Hired Modes 5.5 9 4
Shared Modes 10 8.5 9
10.13.5 Ridership of LMC Modes for Horizon Year (2025)

The estimation of Ridership of LMC modes at the metro stations of Yellow Line and Rapid Metro
(Phases 1 & 2) for the horizon year has been done by considering the increase in footfall on the
metro stations from base year with respect to the estimated increase in the employment
opportunities in surrounding Traffic Analysis Zones for the same horizon year. For the
estimation of daily footfall in horizon year, primary surveys were conducted in the base year.
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Table shows the surveyed footfall at the metro stations along with the chosen last-mile mode by
the commuters.
Table 10- 15 Surveyed Daily Footfall and their mode-wise apportioning at Metro Stations in the
Base Year (2019)
Last Mile Mode-wise Footfall
Metro
Station Footfall Shared Hired Public Ola, Uber,
Line NMT Private Walk
IPT IPT Transport etc.
Guru
10823 1678 6019 521 550 1794 232 29
Dronacharya
Sikanderpur 44201 9945 7183 8840 5774 2210 9945 304

Yellow
MG Road 63516 12571 31096 662 628 2646 15879 34
Line
IFFCO Chowk 52000 5714 14286 5714 5428 5143 15429 286
HUDA City
113999 27224 52746 0 25862 1701 5104 1362
Centre
Sikanderpur 1500 30 135 90 45 0 1110 90
Phase 2 3200 64 288 192 96 0 2368 192

Rapid Belvedere
Metro 4200 84 378 252 126 0 3108 252
Tower
Phase -
1 Phase 3 11300 226 1017 678 339 0 8362 678
Cyber City 9400 188 846 564 282 0 6956 564
Moulsari 2500 50 225 150 75 0 1850 150
Phase 1 1600 160 528 64 136 0 704 8
Sector 42-43 6400 640 2112 256 547 0 2816 29

Rapid
Metro Sector 53-54 4400 440 1452 176 376 0 1936 20
Phase -
Sector 54
2 5300 530 1749 212 453 0 2332 24
Chowk
Sector 55-56 8624 862 2846 345 738 0 3795 39
Now, the employment in the surrounding traffic analysis zones for the horizon year 2025 has
been estimated using the same method as has been done in the travel demand modelling and
then, unitary method has been used, taking base year ridership, base year employment and
horizon year employment as parameters to estimate the mode wise ridership for the horizon
year.
Bicycle trips for horizon year have been separately considered in proposals for PBS.
Additionally, NITI Ayog’s Report titled “Transformative Mobility Solutions for all”, estimates that
the share of shared mobility services will account for about 3.6% by the horizon year which has
been considered in this study. So, on the premise of encouraging more and more trips to be
shared ones, some trips from private transport has been shifted to shared mobility so that, its
share in horizon year becomes 4% of the total. Now, since at present, within the shared
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mobility, both ride sourcing and ride sharing accounts for 50% of trips each, the same share has
been taken up for horizon years as part of short-term measures.
It was also observed that no last-mile trips for rapid metro were undertaken by public transport.
So, 5% trips from private have also been shifted to improved city bus services as part of short-
term measures. Below Table shows the final estimated ridership of LMC modes in the horizon
year.
Table 10- 16 Estimated Daily Footfall and mode-wise ridership at Metro Stations in the Horizon
Year (2025)
Estimated Daily Ridership of LMC Modes in Horizon Year (2025)
Ola, Uber, etc.

Metro Station Footfall E- Cycle Public
Shared Hired Bicycl Ride
Ricksh Ricks Private Trans Walk Ride
IPT IPT e Sourcin
aw haw port Sharing
g
Guru
14288 1480 5309 345 115 105 1583 4743 205 13 395
Dronacharya
Sikanderpur 58351 11311 8169 7541 2513 4557 2514 8083 11311 173 2184
MG Road 83849 14338 35466 567 189 0 3018 11408 18111 20 737
IFFCO Chowk 68647 6844 17110 5133 1711 4010 6160 6370 18479 172 2664
HUDA City
150493 32826 38160 19080 6360 25686 2052 13037 6155 822 6321
Centre
Sikanderpur 1981 35 157 79 26 0 3 242 1287 53 103
Phase 2 4225 71 316 159 52 0 6 724 2591 106 206
Belvedere
5545 96 431 216 71 0 8 767 3536 144 280
Tower
Phase 3 14918 264 1187 594 198 0 20 1734 9757 396 772
Cyber City 12410 243 1091 546 182 0 19 288 8971 364 709
Moulsari 3301 23 102 51 17 0 2 2176 833 34 66
Phase 1 2113 180 594 54 18 74 8 315 792 5 77
Sector 42-43 8449 729 2403 219 73 300 32 1168 3204 17 309
Sector 53-54 5809 499 1645 150 50 205 22 826 2193 12 212
Sector 54
6997 562 1855 169 56 232 25 1377 2473 13 238
Chowk
Sector 55-56 11385 945 3116 284 94 390 41 1944 4154 22 400
10.13.6 Fleet Size Estimation

Fleet size for the last-mile connectivity modes have been calculated by making use of estimated
ridership, vehicle capacity, vehicle utilization and trip length for the individual LMC modes.
𝑉𝑒ℎ𝑖𝑐𝑙𝑒⁡𝑈𝑡𝑖𝑙𝑖𝑧𝑎𝑡𝑖𝑜𝑛 ∗ 𝑉𝑒ℎ𝑖𝑐𝑙𝑒⁡𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦
𝐹𝑙𝑒𝑒𝑡⁡𝑆𝑖𝑧𝑒 = ⁡
𝐷𝑎𝑖𝑙𝑦⁡𝑅𝑖𝑑𝑒𝑟𝑠ℎ𝑖𝑝 ∗ ⁡𝑇𝑟𝑖𝑝⁡𝐿𝑒𝑛𝑔𝑡ℎ
Vehicle utilization has been estimated from the primary survey of the operators, vehicle capacity
has taken up from the manufacturer specification of each type of vehicle, daily has been
205
estimated in the section before and the maximum trip length is the desirable service area
estimated for the modes.
Table 10- 17 Estimated Fleet Size Requirement at Metro Stations in Horizon Year
Fleet Size
Metro Line Metro Station
Shared IPT Hired IPT E-Rickshaw Cycle Rickshaw
Guru Dronacharya 7 45 4 5
Sikanderpur 48 69 70 90
Yellow Line MG Road 60 296 6 7
IFFCO Chowk 29 143 48 62
HUDA City Centre 137 318 177 228
Sikanderpur 1 1 1 1
Phase 2 1 2 1 1
Belvedere Tower 1 3 1 2
Rapid Metro Phase - 1
Phase 3 1 6 3 4
Cyber City 1 6 3 4
Moulsari 1 1 1 1
Phase 1 2 6 1 1
Sector 42-43 6 22 2 2
Rapid Metro Phase - 2 Sector 53-54 4 15 1 2
Sector 54 Chowk 5 17 2 2
Sector 55-56 8 29 2 3
10.14 Public Bike Sharing

Public Bicycle Sharing (PBS) is a high-quality bicycle-based transit system in which bicycles,
stored in a closely spaced network of stations, are made available for short-term shared use.
Bicycle sharing programs involve installing multiple bicycle stations at several different key
locations. A user checks-out the bicycle from one location, rides to his or her destination, and
drops off the bicycle to another location. The operators coordinate the redistribution of bicycles
and ensure availability of the vehicles at locations with the highest demand at any given time.
PBS systems eliminate the fears associated with owning a bicycle such as theft or parking
concerns, thereby encouraging people to use the bicycle for short and medium length trips.
Apart from short trips (less than 5km), PBS could serve as an important sustainable mode of
transportation for:
• Daily commuters using PBS as a feeder public transportation.

• Residents and office employees for short daily errands.
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• Tourists who need flexibility and independent in experiencing the city at their own
convenience.
• School and college going students on a budget.
• Women, especially those who are dependent on IPT modes for commuting short distances.
Affordability
Social Benefits
Public health benefits
Space efficiency
Environmental benefits Pollution free
Improved urban environment
Revenue generation
Financial benefits
Reducing transportation costs
Figure 10-42 Social, Environmental and Financial Benefits of PBS
10.14.1 Advantages of PBS over IPT

Using PBS is considerably cheaper than using Intermediate Public Transport (IPT) like cycle
rickshaw, auto rickshaw or shared auto-rickshaw. Moreover, one has route flexibility using a
PBS system compared to IPT modes like shared auto-rickshaw which run on specific routes and
may not necessarily connect directly to one’s destination. The density of stations in PBS system
allows for convenient last mile connectivity in most cases.
10.14.2 Components of PBS

PBS systems are defined by the following key guiding and supporting elements to ensure
successful implementation of PBS schemes:
10.14.3 Coverage Area

The initial coverage area can be delineated based on:
Areas with high trip attractors and trip generators such as high-density residential area or major
employment centers;
• Catchment area (2km) of the transit corridor for providing first and last mile connectivity;
• Captive institutional areas and its neighborhood such as educational campus and their
surrounding areas;
• Areas with existing NMT network; and
• Areas with relatively flat terrain.
207
Figure 10-43 Components of PBS System
10.14.4 Public Bike Sharing System for Gurugram

Gurugram, a significant urban center in the National Capital Region, has rapidly emerged as a
corporate and commercial destination over the past decade. Various statistics and studies
available confirm that trip lengths for majority of the commuters in Gurugram are around 6 km.
The need for PBS in Gurugram was based on the following considerations:
• The Yellow line of Delhi Metro connects Gurugram to Delhi and NCR. This transit system
brings a lot of inﬂux of people into Gurugram for whom last mile connectivity still remains an
issue to reach their final destinations in the city.
• It has an operational Rapid Metro System integrated with the Delhi Metro for the Cyber City
area, which enhances the opportunity for implementing a PBS.
• To encourage the use of cycling, governmental agencies and civic groups have come
together to execute Raahgiri day and Car-free days.
• The city has seen an exponential increase in the motor vehicle ownership resulting in
frequent instances of traffic congestion, increased accidents and an overall deteriorating
environmental quality.
10.14.5 Criteria of Phasing for PBS

Incremental Expansion of PBS serviced areas to cover the overall study area through a phased
increase of coverage and infrastructure. Following are the criterion for phasing of such a system
–
• Potential to complement the existing transit network

• Potential to connect major attraction and production nodes
208
• Availability or ease in creating safe infrastructure to support the system

• Potential for the system functioning to be tested efficiently and streamlined accordingly
• Driven by potential demand expectations
• Meet aspirations and preferences of various demographic sections
• Availability of land for the core PBS Stations and distributed PBS Stations
10.14.6 Determination of Catchment Area

For the purpose of determining the catchment area, trip length frequency distribution of
surveyed access and dispersal trips to metro stations has been plotted.
Figure 10-44 Average Trip Lengths for Access / Dispersal Trips
It can be observed that 89% of the total access/dispersal trips have been taken up in the radius
of 5 kms from the metro stations. Further, a primary catchment up to the radius of 2 kms has
been identified and beyond that is the secondary catchment up to the radius of 5 kms.
10.14.7 Phases of Development of PBS

The table below show the phases in which the PBS project shall take shape in the GUMDA area
Table 10- 18 Phases of Development of PBS

Phase Sub - Phase Location
Initial development of PBS around existing metro stations for Last – Mile
Phase – 1 Phase – 1.1
connectivity.
Extension of PBS to major activity areas in vicinity of areas around existing
Phase – 1.2
metro stations.
Development of PBS around metro stations of proposed metro corridors and
Phase – 2 Phase – 2.1
other mobility hubs.
Extension of PBS to major activity areas in vicinity of areas around the proposed
Phase – 2.2
metro corridors and other mobility hubs.
Extension of PBS to other areas in the city (including prominent Residential
Phase – 3
areas) to achieve the maximum coverage
209
10.14.8 Phase 1 of PBS

Network design concept of “Hub & Spoke” shall be taken up to design the PBS system around
the Metro Stations of Gurugram. 2 Km buffer shall be taken up from the metro stations where
Last-Mile Connectivity using PBS can be most feasible. The docking stations are placed in a
hierarchy –
• Large Docking Station: These shall be placed at the metro stations of Gurugram, both on
Yellow line and Rapid Metro.
• Medium Docking Stations: These shall be placed around Clusters of Commercial/PSP
Activity Centers which have reasonably high footfall but not as much as that of metro
stations.
• Small Docking Stations: These shall be placed between Large and Medium Docking
stations as intermediate stations.
Following table shows the demand estimation of cycles and station-wise area required for large
docking stations at metro stations in base year (2019) –
Table 10- 19 Demand Estimation for Large Docking Stations - 2019
Minimum No. of Area for
Metro Daily Average Total Demand for Cycles Docking
Metro Stations
Line Ridership* Cycle (@7 trips per cycle (@1.3
per day) Sqm/Cycle)
Sikanderpur 1100 126 18 23.4 Sqm
Phase-2 3800 377 54 70.2 Sqm
Belvedere Tower 4200 399 57 74.1 Sqm
Cyber City 9400 903 129 167.7 Sqm
Micromax Moulsari
2500 150 22 28.6 Sqm
Avenue
Rapid
Metro Phase-3 11500 1133 162 210.6 Sqm
Phase-1 1600 164 24 31.2 Sqm
Sector 42-43 6400 608 87 113.1 Sqm
Sector 53-54 4400 430 62 80.6 Sqm
54 Chowk 7300 717 103 133.9 Sqm
Sector 55-56 8800 1012 145 188.5 Sqm
Guru Dronacharya 23690 3462 495 643.5 Sqm
Sikanderpur 45271 5900 843 1095.9 Sqm
Yellow
MG Road 63515 8327 1190 1547 Sqm
Line
IFFCO Chowk 43582 4649 665 864.5 Sqm
Huda City Centre 104354 9516 1360 1768 Sqm
Total 5416 7171 Sqm
As per calculations based on methods adopted in SPA study titled “Integration of Public Bicycle
Sharing System with Mass Transit System for Urban Areas”, a minimum of 5416 cycles are
required in the base year at metro stations. The docking area for 5416 cycles, at the rate of 1.3
Sqm per cycle, comes out to be 7171 Sqm. However, 100 spare cycles are also taken into
calculation, and considering them, the total cycles required becomes 5516 cycles and thus,
210
docking for these many cycles are required. Also, as per practice, number of cycle docking
stations required is taken as 1.5 times the actual requirement which comes out to be 8274
docking stations. This equates to an area requirement of 10,756 Sqm at the rate of 1.3 Sqm per
Cycle.
Following table shows the demand estimation of cycles and station-wise area required for large
docking stations at metro stations in horizon year (2019)
Table 10- 20 Demand Estimation for Large Docking Stations - 2025

Minimum No. of Area for
Metro Daily Average Total Demand for Cycles Docking
Metro Stations
Line Ridership Cycle (@7 trips per cycle (@1.3
per day) Sqm/Cycle)
Sikanderpur 2128 244 35 45.5
Phase-2 7351 730 105 136.5
Belvedere Tower 8125 772 111 144.3
Cyber City 18184 1747 250 325
Micromax Moulsari
4837 291 42 54.6
Avenue
Rapid
Metro Phase-3 22246 2192 314 408.2
Phase-1 3096 318 46 59.8
Sector 42-43 12381 1177 169 219.7
Sector 53-54 8512 832 119 154.7
54 Chowk 14122 1388 199 258.7
Sector 55-56 17023 1958 280 364
Guru Dronacharya 32621 4768 682 886.6
Sikanderpur 62337 8125 1161 1509.3
Yellow
MG Road 87459 11467 1639 2130.7
Line
IFFCO Chowk 60012 6402 915 1189.5
Huda City Centre 143693 13104 1872 2433.6
Total 7939 10321 Sqm
As per calculations, a minimum of 7939 cycles are required in the horizon year at metro
stations. The docking area for 7939 cycles, at the rate of 1.3 Sqm per cycle, comes out to be
10321 Sqm. However, like base year, spare cycles are also taken into calculation and this time,
about 200 of them are required due to increased demand. So, the total cycles required becomes
8139 cycles and thus, docking for these many cycles are required. Also, as per practice,
number of cycle docking stations required is taken as 1.5 times the actual requirement which
comes out to be 12209 docking stations. This equates to an area requirement of 15871 Sqm at
the rate of 1.3 Sqm per Cycle.
211
10.14.9 Proposed Bicycle route Network for Gurugram
10.14.9.1 Factors Determining Location of Bicycle Route
• More NMT demand in Commercial Areas

• Major production within Residential areas
• Shortest Distance
• Major Production and Attraction zones are considered
• Bicycle connectivity has been provided along the major transit nodes, commercial areas
and outside residential buildings in order to provide direct connectivity between Residential-
Commercial, Commercial – Metro/Bus.
• This has been done to reduce the overall dependency on last mile modes for shorter
distances (>5 km).
• Such trips can be easily fulfilled by Bicycle through provision of infrastructure and direct
connectivity to neighborhood areas.
• The proposed Bicycle route to cover the overall study area are planned in a manner such
as:
• Potential to complement the existing transit network: The Proposed Metro Corridor is in a
pattern of rings, So the Bicycle corridor is proposed in such a way that it acts like a radial to
the ring
• Potential to connect major attraction and production nodes
• Availability or ease in creating safe infrastructure to support the system
• Potential for the system functioning to be tested efficiently and streamlined accordingly:
Providing first and last mile connectivity, and reduce the overall dependency on last mile
modes for shorter distances
• Driven by potential demand expectations
• Meet aspirations and preferences of various demographic sections
• Availability of land for the core PBS Stations and distributed PBS Stations
Green Bicycle corridor is a proposed Segregated corridor and it covers about 16Km of road
network.
Red Bicycle corridor is a proposed Desegregated corridor and it covers about 58Km of road
network
Figure 10 show the proposed bicycle corridors spanning over 74 km
212
Figure 10-45 Proposed Bicycle Corridors
10.14.10 Basic Components of PBS System & Bicycle Route Network
10.14.10.1 Bicycles
The main component of the Gurugram PBS system which are bicycles are equipped with
internal brakes, enclosed chain, adjustable seat, mudguards, and reflective strips for safety,
front and rear lights, bell, kickstand, portable lock, handlebar mounted basket and wide tires. In
automated systems, bicycles are equipped with GPS units or Radio Frequency Identification
(RFID) tag or some other type of technology for tracking the bicycle in real-time. Because the
topography of Gurugram is fairly flat, non-geared bicycles are recommended to save cost and
allow easy maintenance.
213
Figure 10-46 Product Components of Bicycle for proposed PBS in Gurugram

Source: Adapted from Guidance Documents, IBI Group
10.14.10.2 Docking stations

Beam-style docking stations are recommended for the Gurugram PBS automated system. The
space requirements with the beam dock will be 1.5 sqm per dock. The small, medium, and large
stations will require 15 sqm, 30 sqm, and 60 sqm respectively. The docking station will be
equipped with specialised coupling systems to lock the bicycle to racks. Stations are to be
connected over an internet network in general and can be solar powered at times.
Figure 10- 3 Beam-style docking stations proposed in Gurugram

Source: 1. Barcelona; 2. Duan Xiaomei, Itdp-China.org
10.14.10.3 Bicycle Issuance Mechanism

The automation will allow the Gurugram PBS stations to be unattended. A user will be
authenticated to check-in a bicycle at the stations using appropriate means by swiping a
smartcard or magnetic stripe card or even Smartphone Apps. Multiple options to register as a
user should be provided to encourage bicycle usage. An easy registration process will
encourage visitors and tourists to Gurugram to use the PBS system. New user registration and
214
access process should be handled at terminals/ kiosks located at the stations which are custom
made and specially designed. The kiosks should have several advanced features such as new
user registration using touch screens, communication using internet, payment mechanisms,
user authentication, recharging of existing user account, account de-activation etc. These kiosks
can help replace a station attendant once the system is stabilized and people are used to using
the PBS system.
10.15 Intermediate Public Transport (IPT)

At present the IPTs that operates in Gurugram is polluting and carries passengers in an unsafe
manner. So, gradually, towards the end of the Short term it is proposed to introduce new e-
rickshaws to ply within CBD area. New IPT feeder networks shall be identified and operated at
higher frequency.
• The routes shall be proposed to connect metro stations and also to feed and distribute
users to bus stops.
• The IPTs on the Golf course road, Netaji Subash Marg, MG Road, Old railway road and Old
Delhi Gurugram road shall also be shifted to local roads perpendicular to main bus routes
so as to act as feeder to bus.
• The existing shared autos within the Sardar Bazar area of Gurugram shall be put for
discard and the present operators may be requested to buy e-rickshaw at subsidized rates.
• The shared auto plying outside the Gurugram area shall remain the same and those on the
outskirts shall also be replaced with 8-seater euroIVminidoor.
• To implement the above scheme, model in line with the ‘AlwarVahini’ is recommended.
10.16 Freight Terminal Proposal

As a short-term improvement, it is recommended to convert a portion of Sector 96 vacant land
into truck terminal. Within the available vacant land, 75 acres would be used for the
development of truck terminal. In the first phase, as a short-term improvement plan, 60% of 75
acres land would be developed to cater the demand as from the interaction with the Truck and
LCV associations, it is understood that, parking for 1000 truck is required at present. In the first
phase, terminal is provided with 1500 parking spaces which could accommodate all kind of
trucks. Apart from the parking space, other facilities as listed in the above table should also be
provided.
Till a new truck terminal is constructed near Dwarka expressway, the existing truck terminal
shall be utilized with provision of facilities for drivers such as dormitory, eateries, toilet blocks,
construction of boundary wall and provision of security guards for safe parking of trucks.
Security issue was a main concern that almost all truck associations raised during stakeholder
meetings. So, to meet this, the above proposal is recommended.
215
A strict enforcement should be made that all the trucks coming from other location should only
terminate at truck terminal and the good from truck terminal would be carried by LCVs or Mini
LCVs into the city area. The figure below shows the routes of trucks that terminate at the
terminal and the LCVs and Mini LCVs routes that enter the city area.
Apart from the space for parking vehicles, an additional space must be provided for loading and
unloading of goods. Basic facilities like washrooms, place for rest and food stalls for truck
drivers should also be provided as the trucks are parked for more than one day.
10.17 Parking
10.17.1 Parking Demand Characteristics
Parking characteristics within GMUC area have been analyzed with two on-street and six off-
street locations in the area having commercial, public and semi-public land use characteristics,
which are the major attraction points of vehicles in the city.
Figure 10-47 Surveyed parking locations and predominant of the surrounding areas
Table summarizes the parking demand at various surveyed locations in their respective peak
hours in Gurugram –
Table 10- 21 Parking demand characteristics at surveyed locations in Gurugram in base year
(2019)
Location Type Peak Hour Demand (in ECS)
Atlas Chowk 13:00 – 14:00 601
On-Street Parking
Shankar Chowk 17:30 – 18:30 236
IFFCO Chowk Off-Street Parking 13:00 – 14:00 893
216
Location Type Peak Hour Demand (in ECS)

Millennium Plaza 12:00 – 13:00 247
Encore 14:30 – 15:30 114
Indigo 13:00 – 14:00 1752
HUDA 16:00 – 17:00 117
Rajeev Chowk 12:30 – 13:30 976
10.17.2 Issues
• Parking demand is huge in Gurugram due to large ownership of private vehicles. However,
off-street facilities are very limited.
• About 11000 vehicles are parked on various roads in Gurugram on a normal working day
with maximum parking on M.G. road.
• Parking survey on roads indicated that more than 80% of the vehicles are parked for short
period (less than one hour), Especially in the commercial areas.
• Many these vehicles are illegally parked on the public spaces and such vehicles are usually
parked on streets haphazardly, thus interfering with the traffic.
10.17.3 Parking Demand Forecast for Horizon Year (2025)

The estimated increase in employment in traffic analysis zones surrounding the parking location
has been considered as a parameter for forecasting the parking demand for horizon year,
considering the modal shares of private vehicles same as they were in the base year. Table
summarizes the parking demand at various surveyed locations in their respective peak hours in
Gurugram in horizon year.
Table 10- 22 Parking demand characteristics at surveyed locations in Gurugram in base year
(2019) & horizon year (2025)
Base Year Horizon Year
Location Type Peak Hour
Demand (in ECS) Demand (in ECS)
Atlas Chowk On-Street 13:00 – 14:00 601 777
Shankar Chowk Parking 17:30 – 18:30 236 306
IFFCO Chowk 13:00 – 14:00 893 1184
Millennium Plaza 12:00 – 13:00 247 328
Encore Off-Street 14:30 – 15:30 114 148
Indigo Parking 13:00 – 14:00 1752 2265
HUDA 16:00 – 17:00 117 152
Rajeev Chowk 12:30 – 13:30 976 1346
217
Additionally, as per Feasibility Report & Master Plan for Development of Global City under
Manesar- Bawal Investment Region in Haryana Sub-region of DMIC, 679146 trips have been
forecasted to be attracted, the modal share of which has been adopted from the existing mode
share of trips in Cybercity area of Gurugram given below –
13%
Car
2%
3% Taxi
7% Bus
47%
4% Bike
Auto
24% Walk
Figure 10-48 Mode share of attracted trips in Global city
So, parking provision needs to be made for the private cars and bikes in the Global City area.
Using the modal share, number of trips attracted by private modes have been calculated. Then,
10% share has been taken as the peak hour trips and with assumption that all these would
require space for parking, peak hour ECS have been calculated which is the total parking
demand for the Global city, for which space needs to be provided for both residential occupants
and the daily attracted trips.
Table 10- 23 Estimated Mode-wise trips attracted to Global City by Private Modes
Mode Total Trips Peak Hour Trips Peak Hour Parking Demand (in ECS)
Car 319199 31920 31920
Bike 47540 4754 1189
Total 366739 36674 33109
The peak hour demand for parking of private modes in Global City comes out to be 33109 ECS.
Hence, the total parking demand in the horizon year, for all the surveyed parking locations and
Global City comes out to be 39615 ECS in the peak hour.
10.17.4 Proposals
10.17.4.1 Parking Standards

These have been recommended as per the URDPFI Guidelines (2014). The recommended
Equivalent Car Space required for different type of vehicles are given in table below –
218
Table 10- 24 Mode-wise ECS recommendation for Parking

S. No. Vehicle Type ECS
1. Car / Taxi 1.00
2. Two-Wheeler 0.25
3. Auto Rickshaw 0.50
4. Bicycle 0.10
5. Tracks / Buses 2.5
6. Emergency Vehicles 2.5
7. Rickshaw 0.8
The recommended ECS required for different type of land use, as are given in table below –
Table 10- 25 Permissible ECS for different land uses

S. No. Use Premises Permissible ECS per 100 sqm of floor area
1. Residential 2.0
2. Commercial 3.0
3. Manufacturing 2.0
4. Government 1.8
5. Public and Semi-Public Facilities 2.0
Space Standards for Parking for the provision of car parking space are shown in the table below
–
Table 10- 26 Space Standards for Parking

S. No. Type of Parking Area in Sqm per ECS
1. Open 23
2. Ground Floor covered 28
3. Basement 32
4. Multi-Level with Ramps 30
5. Automated Multi-level with lifts 16
10.17.4.2 Multi – Level Car Parking

Instead of open and ground floor parking, there is a need of automated multi-level parking with
lifts near the on-street locations and Multi-level parking complexes with ramps at the off-street
locations to keep up with the demand of parking. The URDPFI Guideline for the provision of
such parking spaces is given in Table. The space requirements for the parking demand for
horizon year (2041) in Gurugram has been estimated using the very same guidelines.
219
Table 10- 27 Space Requirement for Parking in Gurugram in Horizon Year (2041)
Space
Demand
Location Existing Proposed Requirement
(in ECS)
(in Sqm)
Atlas Chowk On-Street Automated Multi-level 2206

192
Shankar Chowk Parking parking with lifts 866
IFFCO Chowk Automated Multi-level 3277

262
Millennium Plaza parking with lifts 907
Encore 419
Off-Street Multi-level parking
Indigo Parking 6426 243
complexes with ramps
HUDA 430
Automated Multi-level
Rajeev Chowk 3581 224
parking with lifts
Multi-level parking
Global City - 33109 1104
complexes with ramps
Now, the estimated space requirement for each parking location is the total space required for
the parking of vehicles and these can be stacked one above the other to minimize the plot area
required for making a multi-level parking. These can be designed together at a common
location, for example, Multi-level Parking Complex can be built at the existing HUDA authorized
parking site which has an area of about 2.5 Hectares, to cater to the demands at Encore, Indigo
and HUDA city center.
220
Figure 10-49 Location of Multi-Level Parking near HUDA City Centre
The proposed location for Multi-level parking is already in proximity to Sector 43/Sector 44A Bus
Stop for connectivity by City Bus Services and it will also be provided with Intermediate Public
Transport Connectivity in the form of e-Rickshaws for accessing the nearby activity centers.
10.17.4.3 Parking Charges

There are 26 malls and commercial centers on the Mehrauli-Gurugram (MG) Road, Golf Course
Road, and Sohna Road that offer free parking to residents in their basements, in exchange for
property tax exemptions by the civic body. Other than this, in the short term, Gurugram
Municipal Corporation should adopt parking rates, in line with the ones that are charged in Delhi
as the situations are similar, for multi-level facilities, surface parking and concessional monthly
passes to be levied.
Table 10- 28 Proposed parking charges for Gurugram

Concessional monthly
Cost of
Applicable fee fees for multi-level
Applicable fee for monthly pass
Type of Vehicle for Surface parking (only for
Multi-level parking for multi-level
Parking association member /
parking only
handicapped persons
Rs. 20/- per hour

Rs. 30/- per Rs. 2000/- per
Car subject to a maximum Rs. 1500/- per hour
hour hour
of Rs. 100/- per day
Rs. 10/- per hour

Rs. 20/- per Rs. 1000/- per
Two-Wheeler subject to maximum of Rs. 750/- per hour
hour hour
Rs. 50/- per day
Commercial
Rs. 50/- per hour
Vehicles Rs. 50/- per Rs. 3000/- per
subject to maximum of No Concession
(Tempos, Small hour hour
Rs. 250/- per day
Carriers)
Source: Parking Policy for Delhi
221
10.18 Transport Demand Management (TDM)

10.18.1 Introduction
Due to constraints on the augmentation of the urban transport facilities for improving the traffic
flow, there is a need to introduce a Transport Demand Management (TDM) program as a part of
overall planning.
TDM is a wide range of policies, programs, services and products that influence why, when,
where and how people travel to make more sustainable. TDM has four main components that
people an integrated approach to transport demand management.
• Education, promotion and outreach;

• Travel incentives and disincentives;
• Sustainable travel options;
• Supportive land use practices.
Education, promotion and outreach create awareness that everybody can contribute to the
cause in some way or the other. Everybody has to be made to realize that there are more
sustainable ways of commuting. Such awareness programs should be formulated and
implemented. It maximizes personal mobility choices by ensuring that individuals are aware of
their travel options, understand how to use them, and are willing to do so ravel incentives and
disincentives: These TDM measures often individuals a tangible benefit or dis-benefit related to
the use of one or more travel modes such as congestion pricing, parking fee and transit tariff.
Sustainable travel options complement TDM by strengthening the supply of sustainable travel
options (e.g. walking, cycling and public transit). They can make travel by those modes faster
and more comfortable, secure and enjoyable. Supportive land use practices minimize need to
travel.
While positive actions in terms of planning and development of road network system and
parking areas are taken up, it is also necessary to simultaneously initiate measures for reducing
the rate of growth and intensity of demand.
Although automobiles are expensive to own, most of the costs are fixed. Consumers pay about
the same for vehicle purchase, financing, insurance, registration, and residential parking
regardless of how much they drive their vehicle. Many costs of automobile travel are externa,
i.e., not paid directly by users, including traffic congestion, accident risk, pollution emission and
parking subsidies. Many countries subsidies motor vehicle fuel or impose low taxes that do not
even recover roadway costs. In most situations, two – third of motor vehicle costs are either
fixed or external. This price structure is inefficient and unfair. High fixed costs encourage
motorists to maximize their vehicle travel, in order to get their money’s worth, and externalized
costs are inequitable, forcing people to bear uncompensated costs and damages. For instance,
carpool and bus passengers are delayed by traffic congestion, although they require far less
road space than private automobile passengers.
222
Figure 10-50 The cycle of increasing car use

Source: “Transport Demand Management (Training Document)”; GTZ (2009)
TDM helps in correcting these distortions, resulting in more efficient and equitable transportation
system. It is a strategy which aims to maximize the efficiency of the urban transport system by
discouraging unnecessary private vehicle use and promoting more effective, healthy and
environment – friendly modes of transport and non – motorized transport. This ultimately
benefits everybody, including people who continue to drive, because they can enjoy less traffic
and parking congestion and reduced need to chauffeur non – drivers.
TDM is not simply about implementing measures to improve mobility and reduce emissions, but
also sending a message to all transport users that resources related to transport (road, parking
space, fuel, time, public investment, etc.) are scarce and very valuable, and that social equity
comes first. An adjustment in transport prices is long overdue and TDM provides a set of
measures which address those concerns.
223
Table 10- 29 Impacts of different types of pricings on car ownership and car use
Vehicle Fuel Fixed Congestion Parking Transit

Type of Impact
Fees Prices Toll Pricing Fee Fares
Vehicle Ownership
Consumers change the ✔ ✔ ✔
number of the vehicles
they own
Vehicle Type
Motorist chooses
different vehicle (more ✔ ✔
fuel efficient, alternative
fuel, etc.)
Route Change
Traveller shifts travel ✔ ✔ ✔
route.
Time Change
Motorist shifts trip to off – ✔ ✔
peak periods
Mode Shift
Traveller shifts to another ✔ ✔ ✔ ✔ ✔
mode
Destination Change
Motorists shifts trip to ✔ ✔ ✔ ✔ ✔
alternative destination
Trip Generation
People take fewer total ✔ ✔ ✔ ✔
trips (including
consolidating trips).
Land Use Changes
Change in location ✔ ✔ ✔
decisions, such as where
to live and work
Source: “Transportation Elasticities”; Todd Litman (2007)
10.18.2 TDM Measures & Travel Impacts

TDM measures work in various ways with a variety of impacts. Not all TDM measures affect
travel directly. Some provide a foundation for other strategies that change travel behaviour,
which in turn have various economic, social and environmental impacts.
224
Table 10- 30 Examples of TDM travel impacts
TDM Measure Mechanism Travel Changes

Reduces traffic speeds, improves
Traffic Calming Roadway Design
pedestrian conditions
Improved transport
Flexible Work Hours Shifts travel time (when trips occur)
choice
Shifts travel time, reduces vehicle
Road / Congestion Pricing Pricing
travel on a roadway
Distance – based Charges Pricing Reduces overall vehicle travel
Improved Transport
Transit Improvements Shifts mode, increases transit use
Choices
Ridesharing (carpool, Improved Transport Increases vehicle occupancy,
vanpool, etc.) Choices reduces vehicle trips
Improved Transport
Pedestrian and Bicycle Shifts mode, increases walking and
Choices, Roadway
Improvements cycling
Design
Improved Transport Reduces vehicle ownership and
Car sharing
Choice trips
Compact Land Use (Smart Improved Transport Shifts mode, reduces vehicle
Growth) Choice ownership and trip distances
Different types of travel changes can help achieve different types of planning objectives. For
example, a TDM measure that shifts travel from peak to off-peak periods has different benefits
and costs than a TDM measure that shifts travel modes. Table below shows which objectives
are achieved by different types of travel behaviour changes.
Figure 10-51 Benefits of different types of travel changes
Reduces Shift Reduced Reduced

Planning Shorter Shift
Traffic trip vehicle vehicle
Objectives trips mode
Speeds time trips ownership
Congestion
✔ ✔ ✔ ✔ ✔
reduction
Road savings ✔ ✔ ✔ ✔
Parking savings ✔ ✔ ✔
Consumer savings ✔ ✔ ✔ ✔
Improved mobility
✔ ✔ ✔
services
Road safety ✔ ✔ ✔ ✔ ✔
225
Reduces Shift Reduced Reduced

Planning Shorter Shift
Traffic trip vehicle vehicle
Objectives trips mode
Speeds time trips ownership
Energy conservation ✔ ✔ ✔ ✔
Emission reductions ✔ ✔ ✔
Efficient land use ✔ ✔ ✔ ✔
Public fitness and
✔ ✔ ✔ ✔ ✔
health
10.18.3 TDM Proposals
10.18.3.1 Non – Motorized Vehicles (NMV) Lanes

A pilot project for the creation of NMV lanes needs to be initiated on Golf – course road as it is
along the Metro corridor and at present, lacks in any such provisions. It can further become a
model for creating safe walking and cycling in the other parts of Gurugram as well.
Figure 10- 4 Identified stretch for Pilot project on creation of Walking, Bicycle and NMT spaces
Guidelines for creation of such spaces is given by “Street Design Guidelines” which has been
prepared by UTTIPEC (Delhi Development Authority) and some key guidelines are listed below
–
• NMVs are the second most vulnerable group of road users and therefore must be clearly
segregated from faster moving motorized traffic, especially on Roads designed for high
speed motorized traffic.
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• The NMV lane should be constructed with smooth-finished cement Concrete or Asphalt in
order to ensure a low maintenance and smooth riding surface. In the absence of this,
cyclists will tend to move into the MV lanes which may be more comfortable.
• Minimum Dimension of NMV Track is 2.5 M.
• NMV Lanes or Tracks should be located on both sides of the street.
• A 0.7 M landscaped buffer should be kept between NMV and MV lanes in order to
maximize the speed, efficiency and capacity of the NMV Lane.
Figure 10- 5 A typical section of NMV stretch, (b). Intersection treatment for NMT
Source: Street Design Guidelines © UTTIPEC, DDA 2009
Now, such NMV lanes will also require some dedicated infrastructure like cycle docking station,
cycle repair stall, cycle rickshaw parking, etc. These can be incorporated in the form of Multi –
functional zones as shown in figure below.
Figure 10- 6 Layout of a Flexible “Multi-Functional Zone”

Source: Street Design Guidelines © UTTIPEC, DDA 2009
10.18.3.2 Van Pooling Service

A pilot project for a point-to-point Vanpool service is proposed at multiple stretches. At present,
for example, in order to reach Cyber City (a major employment centre) from Ardee City in Sector
52 (a predominantly residential area), the options are –
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• Take private car / two-wheeler which will increase congestion on roads and pay for limited
parking space at the destination
• Take private car / two-wheeler till HUDA City center metro station, park it there, then
commute in metro till sikanderpur metro interchange, and finally take rapid metro from there
on.
• Book an App – based Ride sourced cab.
• Book an App – based Carpool which is somewhat better but will take much longer to reach
the destination as it will first pick people from several locations.
• There is no direct connectivity with city bus service, and also, bus cannot be feasible for
commuters who value time and comfort over cost.
The proposed Vanpool service will provide a direct, comfortable and seamless connectivity
between the residential areas and employment centers for the daily intra-city commuters and
between residential areas and metro for inter-city commuters. Its main purpose would be to
attract the users of private cars to shift to this pool service by offering a premium and
comfortable journey without the hassle of driving. So, it should help to reduce the number of low
occupancy private vehicles on the roads.
Figure 10- 7 The type of vans to be used in service
These vans range from 10 to 15-seater in capacity depending upon the manufacturer and can
provide a very comfortable commute even through heavy traffic. Since the service is point to
point, it will not make detours to pick up passengers, thus saving lots of time. The system can
also be made more efficient if a mobile application is developed which will enable the users to
check the availability of seats in given time slots. in the peak hour, frequency of the operations
can be increased and similarly lowered in off-peak hours.
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This service would collect intra-city and inter-city passengers from residential areas at fixed
locations on the collector roads, as per the bookings made beforehand through a mobile
application and then take them to the vicinity of fixed employment locations. On the way, it can
also make single stops at the nearest metro station on their route for the inter – city commuters
to get down and then it will proceed further to the designated destination. Similarly, it will take
them back to the residential areas in the evening. A pilot project can be undertaken between
Ardee City and Cybercity and if it gets good ridership, it can be implemented for other major
residential areas as well.
Figure 10-52 Proposed pilot project for Point-to-point Vanpool Service
10.18.3.3 High Occupancy Vehicle Lanes

An HOV lane could help the vehicles with high occupancy to avoid the traffic. This may also
encourage people to take up ridesharing / car sharing services to avoid the traffic in peak hours.
The Delhi – Jaipur Expressway which passes through Gurugram can be taken up as the pilot
project before further implementing on the critical road network.
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Figure 10-53 Pilot for HOV Lane in Gurugram
10.18.3.4 Employee Travel Management

Pilot project on Employee Travel Management within Cyber City can be done; programs
typically include some of the following TDM measures:
• Commuter financial incentives (parking cash out and transit allowances, so employees who
commute by alternative modes receive a benefit comparable to subsidized parking).
• Rideshare matching (helping employees organize carpools).
• Parking management and parking pricing.
• Alternative scheduling (flexitime and compressed work weeks), which reduces peak period
trips and allows employees to accommodate carpool and transit schedules.
• Telework (allowing employees to work at home and using telecommunications to substitute
for physical travel in other ways).
• TDM marketing which promotes use of alternative modes.
• Guaranteed ride home
• Walking and cycling encouragement
• Transit encouragement programs
• Worksite locations accessible by alternative modes
Figure 10-54 Employee Travel Management under TDM measures
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11 Medium- and Long-Term Improvement Plan

Various schemes and interventions have been identified for the study area for various
phases. They are elaborated as under:
11.1 Public Transport Improvement Plan

11.1.1 Vision and Goals
The GMC and GMDA area of Gurugram have been working towards a safe, sustainable,
economic, people-friendly and efficient public transportation system in the city. The
increasing demand for mobility and accessibility cannot be attained through increasing
dependence on personalized modes of transportation, viz, two-wheelers and cars. It not only
increases environmental cost but also financial costs, both at micro and macro levels. The
long-term solution lies in developing a comprehensive network of socio-economically
sustainable, efficient and well-integrated public transport system along with its infrastructure.
11.1.2 Objective
The main objective of the public transport system (PT) for CMP Gurugram is: -
• Improving modal share of public transport from existing 13.9% to 40% and to promote
social inclusion by increasing PT availability and accessibility to all social groups of
GMDA Area.
To achieve the above objective the main targets set for the public transport system
improvements are as follows -
• 60% of the population to be within 500m of transit line:

• At present, the public transport system coverage is poor in GMDA Planning area due to
which there is dependence on private mode such as two-wheelers and cars. The city
bus system has been introduced recently. So, it is targeted to achieve a hierarchical PT
system covering entire planning area and providing PT connectivity within a reach of
500m of all the settlements.
• Improving the service frequency and image of PT by increasing bus supply of Gurugram
city to 0.35 buses / 1000 person; Improve service frequency by minimum of 5 min in
peak hour and 10 min during off-peak hour and 7 minutes throughout the day
• Improving the fleet strength can increase the comfort level of passenger travel as it
offers more seating and limited standing during peak hour. Reliability and availability of
public transport with limited waiting time is necessary for modal shift from private to
public modes. So, it is proposed to achieve a service frequency of PT modes within 5
minutes along major transit lines.
• Provision of shaded and safe Bus Queue Shelter with minimum 300m spacing along all
the transit lines
• Reducing interchange penalty (waiting time, distance etc.,) by 75% through
development of multi-modal interchanges
• Enabling state-of-art infrastructure facility for multiple modes for seamless connectivity
and transfers of users at interchange points is a necessity to reduce the distance and
waiting time at transfer points. So, it is proposed to develop multimodal interchanges at
identified locations for transfers between different modes.
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• Improve reliability of PT modes and all information related to PT schedules to be shared

with the users
• Good, accurate and easy-to-use transit service information provides passengers the
comfort of planning their journey and increases the confidence level of passengers on
the transport service. This results in more people using the service and makes them
more likely to use it on a regular basis
• All ticketing systems of public transport to be integrated
• With the introduction of electronic fare collection system as part of ITS, electronic
devices will be used to issue and validate tickets which are central connected and
integrated with all modes of public transport system. This will enable the users to be
attracted to bus system and provide an efficient accounting system for the bus operators
in Gurugram.
• Transit buses, School Bus, IPTs and personalized PT to be tracking enabled
• The application of ITS facilities will be expanded for tracking and tracing of all public
transport buses, minibuses, school buses, IPTs and personalized PTs such as Taxi to
enhance the safety of the users. This shall also help in reducing crimes on roads.
The Action plan and strategies for each of the targets are detailed out in next sections
11.1.3 Action Plan and Strategies
Action Plan 1: Improving the Public Transport Network coverage

60% of the population to be within 300m of transit line
The future urban fabric of Gurugram envisages the decongestion of the city centre and
development of new growth centres outside municipal limits. To achieve this vision, DIMTS
(2018) study proposed routes were rationalized based on the committed transit networks
and also providing connectivity with the activity centres and settlements through efficient
public transport system. The main strategy shall be the provision of hierarchical PT network
system in GMDA Area with the committed mass transit networks. The PT network coverage
has to be extensive and well defined for which the proposed action plan are as follows -
• Additional Mass Transit Network system

• Introduction to Bus priority lanes system
• Identification of Trunk and Feeder bus Routes
• IPT routes as secondary feeder network
The Strategy - Provision of hierarchical PT network system

Public transport networks have been designed and adjusted to provide links between all
travel demand generating and attraction points in a city. In addition, various routing
concepts were analyzed to select the best for Gurugram such as routing configuration and
city form, route alignment options and routing type.
In Gurugram wherein emergence of several new residential, commercial and business
centers has been proposed, radial form of network is suitable as it provides direct access for
many destinations or with one transfer mostly. Many times, poly-nuclei transit network also
follow branches and loops to provide better coverage to various activity nodes. But as
Gurugram is million plus city as per 2011 census, high capacity public transport system
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along with connectors may be required. So, public transport system in Gurugram should
have hierarchical system of public transport network.
The bus routes themselves may take various forms. The basic and most common type of
route is the end-to-end route, which operates between two points, following the same roads
in both directions, except where one-way street systems necessitate minor deviations.
Alternatively, a route may be circular, returning to the point of origin without traversing the
same roads twice. Circular routes are often found in suburban areas, sometimes encircling
an entire city. In Gurugram, existing road is proposed to be completed forming a circular
road and connecting all major activity areas. Circular routes are also proposed in the DIMTS
Study.
Another variation of the straight route is one that forks near one or both ends to serve
different terminal points. These are normally found where buses operate across the city
center from one suburb to another and operate in a loop around the residential areas along
the outer edges. A route network may comprise routes of several or all of these types based
on the requirements. It is claimed that feeder services are needed to utilize the high capacity
of the train system and support high frequency services in the main corridors. A feeder
service can often provide a more frequent and useful local service and thus generate more
local journeys if there is potential in the market.
Planning and integration of bus routes to form feeder services to metro and other high
capacity corridor is a very important aspect of route planning. However, on high density
corridors, sometimes it is important to have alternative mode of transport to serve demand
and overlapping of route is difficult to avoid considering shorter trips, less spacing of bus
stops and convenience of old, ladies and children for using buses for their journeys.
The need for future public transport and type was assessed based on the PT assignment
done for the future population and employment scenarios for which transit loading was
estimated. Along with transit loadings, various types of public transport systems were tested
and persons per hour per direction (PPHPD) for each of the systems were estimated. The
Error! Reference source not found. provides the transit loading chart for the base year.
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Figure 11-1 : Transit Loading (Base Year)
Future Transit Loadings – 2037

Based on the selected scenario - 7, the observed transit loadings on all the major corridors
are provided in the Figure 11-2 with possible transit mode options:-
Figure 11-2: Transit Loading (2037)
From the above figure, it can be observed that, along Inner ring road there is considerable
increase in the PT trips (PPHPD of 21812), especially till cyber hub due to densification of
the along the proposed MRTS corridor. The PPHPD along other highways such as Shona
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road, SP Road & NPR road till Sector 36A (PPHPD of 10542), Sohna road (Subash Chowk)
till Badhushapurchwok (PPHPD of 8098), Old Delhi Road to Manesar NH-8 (PPHPD of
7745) and NPR (Sector 88A to Sector 111) road (PPHPD of 2133) has also been increased
considerably due to proposed new developments on the Manesar and west direction areas.
At present the travel pattern indicates movement from regions to CBD area by PT mode. It is
anticipated that in future, the travel pattern shall change depending on the developments of
Global Cityand Manesar on the on the outskirts and improvement in Public Transport
systems. The assessment of future transit loadings provides us with system selection
options.
Transit System Selection Criteria
Various guidelines are available which provides transit loading ranges under which a
particular type of mass transport system is financially viable and works efficiently.
As per Working Group on Urban Transport created under National Transport Development
Policy Committee (NTDPC), Government of India, following criteria is specified for mode
selection of mass transport system. The Table 11-1 show the mode of transit system to be
adopted based on the above criteria:-
Table 11-1: Criteria for Choice of the Mode of Mass Rapid Transit System
Average Trip Length
Population
Mode Choice PPHPD (kilometres) of
(Millions)
Motorized Trips
>= 15000 for at least

Metro Rail 5km continuous length >= 2 >7-8
in a corridor
LRT Primary at grade =< 10,000 >1 >7-8
Monorail =< 10,000 >2 About 5 - 6
>= 4,000 and Up to

Bus Rapid Transit System >1 >5
20,000
Organized City Bus Service > 1 Lakh > 2 to 3
Source: National Transport Development Policy Committee, 2013; Government of India
At present the PT share is 13.9%, and to achieve a sustainable urban transport system,
modal shift from private vehicles to public transport is necessary. For this, existing public
transport system requires to be intensified and made more reliable. In Gurugram, with the
intensification of public transport, additional Mass Rapid Transit System corridors may be
adopted to further improve the city’s environment such as introduction of electrical buses or
introduction of abus priority lane. With due considerations for the above factors, the public
transport modes that were tested were urban rail-based transit, bus-based transit and
improved network of buses.
Various schemes proposed for improving the public transport systems based on the above
system selection criteria for developing the Trunk-feeder system for Gurugram are provided
below.
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PT Proposal 1: Additional Urban Rail-based Transit

High transit loadings observed along Inner ring road with PPHPD of 21812. So, it is
proposed to implement Medium capacity Mass Transit System from Huda city center to
Cyber hub in Phase – I. Apart from this, two new metro lines were already proposed by
NCRTC and DMIDC which are RRTS between Delhi – Gurugram – Alwar and Metro line
between Huda city center to Panchgaon Via Subash Chowk, Badhushapur chowk, along
SPR, along Sector 86 road and Manesar.
• Phase I: Huda city Center to Cyber hub via Railway station and sector 23.
• Phase IIMetro Supr line between Kadipur Chowk to Sector 86 road which connects
Panchgaon metro.
• Phase IIISector 23A to proposed metro station at ECC at Dwarka sub city
Committed Transit Lines
• Huda city Center to Panchgaon via Subash Chowk, Badhushapur chowk, SPR and
Manesar area (Proposed by DMIDC)
• Proposed RRTS between Delhi – Gurugram – Alwar corridor (NCRTC)
• Proposed Metro LineHuda city center to Faridabad via Faridabad road
• The Figure 11-3 shows the proposed Metro lines in Gurugram City.
Figure 11-3 Proposed Mass Rapid Transit System in Gurugram City - 2041
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PT Proposal 2: Introduction of Bus priority lanes

High transit loadings were also observed along Sohna, NPR and SPR road with PHPDT of
more than 2000. So, it is proposed to implement bus priority lanefrom Sohna road
(Gurugram Bus Stand to Badhushapur Chowk), along SPR and NPR. The following are the
proposed bus priority lanes.
• Phase I: Along Shona Road (Gurugram Bus Stand to Badhushapur Chowk)

• Phase II: Along Southern Peripheral Road (SPR)
• Phase III: Along Northern Peripheral Road (NPR)
The above proposals are only alternative options; as Bus priority lanes can be successful
only if implemented with dedicated bus priority signal system at intersections and lane
marking for bus lanes along the road.
PT Proposal 3: Rationalization of proposed City Bus System by DIMTS

Neither the Urban Rail System, nor the Regional Rail System can be successful if
implemented on a standalone basis. There is need to strengthen the existing public transport
supply and rationalize the proposed city bus routes by DIMTS so that the overall public
transport supply is boosted, and each mode can supplement each other. The city buses can
feed into the new transport systems.
Proposed routes were rationalized based on the following criteria;
• Route Overlapping ratio

• Passenger Demand per Bus per day
• Land use/ Activity nodes
To undertake this analysis, overlaps of various routes with MRT corridor were determined.
Based on level of overlap of individual routes with proposed MRT and Bus priority route
alignment, following route rationalization strategies are proposed for various categories of
routes:
Table 11-2: MRT & Bus Priority Route Alignment, Route Rationalization Strategies
Route
Characteristics Routes Strategies
Category
High Overlap on BRT & High

A Loop Route -
Overlap on MRT (>75 %)
Krishna Chowk to Curtail and

Routes with moderate overlap
Sec 56, Huda to Integrate with
B with MRT & BRT (around 30%
Badhushapur proposed transit
to 40%)
systems
Routes with low overlap with continue

C Other routes
MRTS (less than 10%) services
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Table 11-3: Committed Bus Routes Demand/ Bus/ Day
Route Name Demand/ Bus/ Day

Ambience mall to Bus Depot Below 850
Basai Chowk to Huda 850 to 1200
Cyber hub to Badhushapur Above 1200
Dunadahera to Sector 56 Below 850
Farukhnagar to GBS 850 to 1200
GBS to Ansal university 850 to 1200
GBS to Gurudornacharya Below 850
GBS to Palam Vihar 850 to 1200
GBS to Shona Above 1200
Huda to Badhushapur Below 850
Huda to Palam 850 to 1200
Krishna Chowk to Sec 56 Below 850
Loop Route Below 850
Manesar to Railway Above 1200
Sec 88A to Palam Vihar Above 1200
Bus priority lanes
Sec 97 to Badhushapur Above 1200
for these routes
Sikendrapur to Sec 84 Above 1200
Wazirabad to Daultabad Above 1200
Per Day per Bus Demand Should be between 850 to 1200
• Loop route is mostly overlapped with proposed metro

• Huda City Centre to Badhushapur has very low demand
• The highlighted routes will not continue in future as the have very less demand
From the above table, bus route rationalisation has been done and five routes with high
demand were considered for the bus priority lane as they are carrying more than 2000
passengers/bus/day. MRTS network along with bus priority lane for five routes shown in
Figure 12-26.
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Figure 11-4: Proposed City Bus and Mass Transit Network
Three new routes were proposed for the horizon year 2041, i.e., Sector 56 to Manesar,
Outer Ring Road to Patudi road via Manesar area and Outer loop, with certain renaming of
routes because of new proposals as mentioned in Table 12-20.
Table 11-4: Revised Committed Bus Routes Demand/ Bus/ Day
Route Name Revised Name

Huda to Badhushapur Sikanderpur to Badhushapur (Midi size Bus)
Feeder Bus Maruti Suzuki to Guru dornacharya (Midi
Krishna Chowk to Sec 56
Size)
Loop Route (Huda to Huda) Railway station to HCC Via Mata rani mandir
New Route for 2041
Sec 56 to Manesar
Outer Ring Road to Patudi road via Manesar area
Outer Loop
Figure 11-5 shows the public transport network with IPT
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Figure 11-5 : Public Transport Network with IPT
Proposed Bus Augmentation Scheme for Gurugram

At present there are around 90 buses and as per DIMTS report there is need of 509 buses
as immediate requirement, which indicate demand for more buses. But, after 2021 till 2036,
it is estimated to have a requirement of 1200 buses.
• Phase 2: 310 new buses will be deployed (next five years) to implement the DIMTS
proposal
• Phase 3: 876 new buses to be deployed ( 5 to 15 years span)
• Phase 4: 550 new buses to be deployed (200 new buses and 350 replacement of old
buses) (15 to 20 years)
So, the process of improving PT shall start with increasing the frequency, the waiting time
during peak hour can be minimized. Extension and curtailing of routes is also required based
on the analysis of the demand.
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PT proposal 4: Introduction of Electric Hybrid buses

Intensification of public transport by standard buses shall increase the emission levels of the
city and may deteriorate the urban environment. So, the buses on the above-mentioned
routes shall be replaced with CNG buses as a possible option to reduce emissions.
Depending on the funding available and ease of provision of infrastructure CNG bus shall be
selected.
New bus deployment shall be with Hybrid buses. The phase two deployment shall be with
CNG buses and long-term bus deployments shall be provided with Hybrid buses to take
advantage of reduced carbon emissions. It is observed from the studies conducted (by Volvo
Foundation of Carbon Emissions) for carbon emissions for Hybrid buses that, it uses 37%
less fuel and so reduces emissions by minimum of same percentage.
Action Plan 2: Provision of shaded and safe BQS

Target: Provision of shaded and safe BQS with minimum 500m spacing along all the transit
networks
New Bus Stops have been proposed with seating areas and waiting areas along the bus
routes which are primary feeders. All the new bus stops shall be provided with proper bus
bays for safe boarding’s and alighting’s. The location of bus stops shall be identified from the
route rationalization study stage. But as a strategy it has been proposed to develop bus
stops in every 300m (bus stop spacing) of the primary routes.
The bus stops shall be provided with level boarding platforms and ramps on either side of
stop along with tactile paving for blind persons to be followed to destinations. The above had
to be made as guidelines in the construction manual for bus stops so as to make it
mandatory to provide continuous footpath, tactile paving and ramps for access to all groups
of users.
Typical Bus shelter design and bus bay design are provided in the Figure 11-6 given below -
Figure 11-6: Typical Bus shelter and Bus Bay designs
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Action Plan 3: Improve Reliability of Public Transport Modes

Target: Improve reliability of PT modes by 100% and all information related to PT schedules
to be shared with the users
As passengers arrive at the bus stop, bus terminal or they are about to start their trip from
home, they need information at different stages before their departure. With full bus station
system, passengers can easily view bus arrivals and departures as well as schedule
changes, service advisories, etc. With providing information on bus schedules and estimated
time of arrival, citizens can enhance their productive time without having to waste their time
at bus stops/stands not knowing when the next bus would be arriving.
This will enhance the reliability of public transport services and encourage people using
personal transport to use public transport system. This will result in minimizing traffic
congestion and pollution levels.
The action plans for sharing information about PT are as follows -
Introduction of Automatic Vehicle Location System (AVLS):
GPS shall be installed in all City buses along major routes to monitor their operations and
also to improve operational efficiency and reliability of public transport system. The GPS
sends location updates over the communication medium to the central AVL System which
records vehicle movement data with time stamp on the central server. The location updates
of the vehicles are processed by the AVLS application to provide valuable information to the
operators and users. All the buses in each phase shall be given route license only if fitted
with GPS so as to enforce AVLS.
Provision of Public information system (PIS):
Passenger Information System will consist of
display system for bus stations/terminals. The
passenger information system will consist of units
which will offer commuter schedule and real-time
information regarding operations of bus service and
extend ease of information delivery related to travel
display screen on bus stops and bus terminals /
nodal points / MMTCs
Once the buses are equipped with a GPS system,
all the bus terminals and major bust stops can be
updated with Public Information System. PIS system Figure 11-7: PIS Display System in
would give the timing of next bus which would Buses
improve the reliability of PT system.
The PIS system comprises following components:
• LED displays at bus stops: The LED display boards at bus stops display real-time
information of the route and estimated time of arrival.
• LED displays on the buses: The LED display boards on buses include the destination
boards fitted on the exterior of the buses and information board fitted inside the bus.
The internal LED board displays the name of the approaching bus stop so that the
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passengers for the benefit of the passengers inside the bus. The display of the next bus
stop is also accompanied with a voice announcement of the approaching bus stop. The
internal LED boards can also display pre-configured social and promotional messages
and any other information transit agency may want to disseminate.
• Web portal and mobile apps: Web portals and mobile apps have become very
convenient means of information dissemination. They can be used to disseminate a
variety of information including static as well as dynamic information. With the help of
web portals and mobile apps, people can get the information at any time and from
anywhere. They can check the route details, bus stop details, frequency, schedule, etc.
of bus operations and also find out the routes for going from one place to another. The
people can check the frequency or ETA of the buses before leaving their homes or
offices. They can plan their journey based on the information obtained from web portal
and mobile apps. The same can be developed by the transport department or the public
transport operator in Gurugram.
Figure 11-8: DIMTS Web Portal
Action Plan 4: Integrated ticketing for all modes of Public Transport

Fare collection is an important activity for a public transport as it not only involves revenue
collection and protection but is also a key interface between the transit operator and the
passengers. It directly affects the way in which passengers experience and perceive the
transit agency and its services. In general, the transit passenger expects a fare collection
system that:
• Is fast, easy to understand and use, with reliable fare transactions;

• Offers payment options that suit their particular travel needs (frequent, infrequent,
weekly, daily, short-distance, etc.);
• Allows easy transfers between modes and different transit providers; and
• Provides easy access to fare media
The main action plans are as follows -

Introduction of Automatic fare collection system:
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• The ticketing systems can be broadly categorized as On-board ticketing and Off-board
ticketing depending upon the location, from where passengers can buy or validate their
tickets. The MRTS is proposed to have off-board ticketing system as it proposed it to be
a closed system and Buses and IPTs to have on-board ticketing system.
• In Gurugram, for bus operations, On-board Ticketing system is more suitable as
vehicles are operated on open routes/ corridors, for example city buses. The On-board
Ticketing systems are generally more cost effective in cases where the number of
stations/stops is more than the number of vehicles. Ticket collection through Electronic
ticketing machines / conductors with Portable Point of Sales Terminals (Portable POS)
will be deployed on buses for issuing tickets.
Introduction of Common Mobility Card
• The contactless smart cards and tokens are most common fare media used in fare
collection systems in transit. These are the latest fare media used in automatic fare
collection systems across the world. A common mobility card shall be introduced by end
of phase I or during the commissioning of additional MRTS route in Gurugram (2024).
This card could be used for MRTS, City Buses and IPTs.
Action Plan 5: Improving safety of Public Transport

All PT buses, School Bus, IPTs and personalized PT to be tracking enabled
The objective of any transportation system is to allow safe and seamless trip. Accidents and
fatalities are the undesirable aspects of the transportation system. ITS will help minimize the
risk of accident occurrence. Monitoring of vehicle speed and its location will reduce the
number of crashes and shall increase the probability of controlling the number of fatalities.
So, all the vehicles, irrespective of PT such as school buses, IPTs, Taxis shall be provided
with GPS and shall be tracked for improving the safety.
11.2 Intermediate Public Transport Plan (IPT) Improvement Plan

Intermediate Public Transport (IPT) mainly consists of 7-seater shared auto, 3-seater Auto
and Tata magic. But due to issues such as un-regulated routes, unavailability of designated
auto stands, old fleet, non-designated bays and also the volume of auto creates safety,
reliability and environmental concerns to the society.
Presently, the main mobility provider of the Gurugram city is the shared autos accounting to
a modal share of 19.8%. Though IPT service provides an end-to-end and last mile
connectivity, it is proving to be one of the main reasons behind traffic woes of Gurugram. At
some places, IPTs wait and stops parallelly for boarding and alighting of passenger which
blocks the entire carriage way. Currently the auto charges Rs. 5/- or 7/- or 10/- & 15/-per trip
as a fixed rate.
At present the average route length of IPTs are approximately 11Km which is similar to an
end-to-end bus route. There is a strong need to improve the service at the broader level. The
proposed strategies are listed below:
• Route rationalization
• Integration with PT routes
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• Development of Auto Nodal points/Stands

• Street retrofitting to accommodate auto boarding/alighting bays
• Up-gradation of Auto fleet (clean fuel, safe fleet, passenger occupancy)
After the introduction of new bus routes, the auto routes would require rationalization. The
routes should be such that they complement the bus routes and MRTS routes also serve as
last mile connectivity. IPT network on the routes with R.O.W restrictions where bus cannot
ply shall be retained and on other networks, IPTs shall be provided only on Collector and
local roads. For successful implementation, it is necessary to enforce that the bus and IPT
may not share the same carriageway. A strict enforcement of IPTs operating parallel to bus
routes required to be checked.
11.2.1 Proposed Scheme for Gurugram

IPT routes have been rationalized and identified within the Gurugram area and shown in the
Table 11-5 and Figure 11-9 given below:-
Table 11-5: Recommended Intermediate Public Transport (IPT)- DIMTS 2018
Sr. No IPT/ Feeder Route Name Length (in Km)
1 Sec 51 to Sec 43 5.9
2 Sec 94 to sec 78 5.7
3 Sec 36 to Mahaveer 5.6
4 Sec 16 to Sec 2 5.5
5 Sec 10 to sec 38 4.8
6 Mayfield to Sec 39 4.4
7 Sect 104 to Phase 1 3.6
8 Sector 105 to sector 2 3.19
9 Sector 37D to Sector 98 4.14
10 Kamahi Colony to Delhi Haryana border 4.2
11 MarutiKunj to sector 25 2.46
As inclusion of IPT is new intervention in Scenario-7 with the MRTS and bus network, IPT
proposal of DIMTS (2018) (Figure) is integrated to evaluate the scenario.
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Figure 11-9: Recommended IPT network- DIMTS 2018
11.3 Road Network Improvement Plan

The road network development plans have been prepared based on the analysis of primary
surveys done in Gurugram such as traffic volume count survey, turning movement count
survey and road inventory survey. From the above surveys, V/C ratio was estimated for the
major roads to understand the level of service. All the attributes were modelled (using four
stage demand model) for the base year using Visum software and critical links were
identified. It is observed that roads passing through region was having LoS B apart from
Delhi – Jaipur (NH8) Expressway which is having LoS D. Roads within Gurugram city limit
was observed to be C, D, E and F at most of the sections especially 45 feet road (LoS: E),
MG road (LoS D), Old Gurugran road (LoS: C) and VIshwakarma road (LoS F) and Huda
city center (Arya Samjah Marg) road (LoS: F). This is due to high volume of traffic and
correspondingly lesser R.O.W and carriageway width along roads in city Centre. Other
attributes such as on-street parking and encroachment has also resulted in lower LoS.
Various inputs like the population and employment for each TAZ, external matrices for each
vehicle type and future year proposed networks have been prepared for the horizon year
2041. These inputs were used to run the Travel Demand Model of Gurugram city for the
horizon year but assuming that the transport infrastructure would not be improved. This
scenario is referred to as “Do Nothing Scenario”. Links with lower V/C were identified and
have been recommended for improvement. In areas with Greenfield development, it was
observed that new roads would be needed to facilitate travel in those areas. The same have
also been recommended. The V/C ratio of the network from the do-nothing scenario for the
Horizon year is presented in the figure below -
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From the above figure, it is observed that almost all the major links in Gurugram shall have
V/C ratio greater than or equal to 1, which clearly indicates the requirement of new links and
improvement of roads. Apart from the above-mentioned main roads a few minor roads
connecting these major roads were also identified as critical links. Therefore, improvements
to the above roads or provision of new links are a must for an improved network system.
So, by preparing a road network development plan, it is intended to facilitate identification
new links, widening of existing links and requirement of outer ring road. Suggestions from
the stakeholder meeting were also considered in finalizing the new links to be proposed in
Gurugram. The proposed schemes for road network development are detailed out in next
sections.
11.3.1 New Links

New Links to de-congest NH 8 proposed are as follows -
• Connection between Shoba city Gurugram near Raghopur to Sector 114 with a length of
2.3KM
• Missing links of Dwarka Expressway within Gurugram
• Missing connection between Gurugram and Dwarka sector 21 via Dwarka expressway
with a length of 3.5 Km which increases the accessibility between Dwarka and
Gurugram.
• To provide an outer ring road in Gurugram there is a need of a Connection between
Sector 111 to Dundhera village (Delhi – Kapasera border) Via Delhi – Haryana Border
with a length of approximately 7.5Km.
• To increase more access between NH-8 and MG road a connection need develop
between NH-8 at ambience mall and MG road (Aravalli Biodiversity Park).
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• Master Plan proposed Greater Southern Periphery Road (GSPR) with small change in
the alignment by trunking the route at Kamal Hospital and Maternity centre and aligned
to the GMDA boundary to complete the outer ring road to provide connection to
Manesar area with a length of 22.5Km in which 4.40Km road length is need to upgrade
(Maidawas Road).
• Connection between NPR and NH-8 1.40Km
11.3.2 Road Widening

Many of the road sections are to be widened which are part of the committed projects and
few proposed based on the future assignment. These are -
• Upgradation of Farukh nagar road from 2lane to 4 lanes divided between Farukh nagar
and Inner Ring Road (Shri Balaji multi-speciality Hospital) with a length of 17.3Km.
• Upgradation of Pataudi Road from 2 lane undivided to 4 lanes Divided with a length of
14.3Km.
• Upgradation of Gurugram – Faridabad extension road between Kushuboo chowk and
crossing point of Southern Peripheral road with a length of 4.25Km.
• Upgradation of connection between Dornacharya College of Engineering to sector 5
chowk from 2 lane (1+1) road to 2 lanes (2+2) divided.
• Upgradation of road between Krishna chowk temple and Dwarka Expressway (Agrante
Beethoven 8) via Bajghara Chowk (Bajghera Road) with a length of 2.0Km.
• Upgradation of Old Delhi – Gurugram Road between City Affairs Garden and Delhi –
Haryana Border with a length of 2.12Km
• Upgradation of Link of Dhanwapur Road between Huda colony and Dwarka expressway
to 2 lanes divided with a length of 1.70Km.
• New Sector Road which provide connection between NH-8 to Pataudi road (part of
Outer Ring) need to upgrade with 3 lanes divided with a length of 5.65Km
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11.3.3 Flyovers and Rail Over Bridge (ROB)

New flyovers and improvement to existing flyovers have been proposed based on the trip
assignments done on the proposed road network. Proposed schemes for the flyovers are as
follows:
• Proposed Rail Over Bridge at Shri Sanatan Dhram Shiv Mandir on Bajghera Road.
• Proposed Rail Over Bridge Connection between Dwarka Expressway and Pareena: The
Elite Residences.
• Proposed Rail Over Bridge at Farukh Nagar – Wazipur Road near Rao Pipe Industries.
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11.4 Corridor Improvement Plan – Model Streets

Streets need to be considered as one of the most valuable assets in the city. They not only
ensure residents’ mobility, allowing them to travel from one place to another, but also are a
place for people to meet, interact, do business, and have fun. Streets make a city liveable.
Decisions about how to allocate and design street space have a tremendous impact on
quality of life.
Gurugram - Manesar area struggles to reconcile the competing needs of mobility and
liveability. With increase in private motor vehicle ownership, most of the street spaces are
allocated for traffic by reducing space for the social and economic activities that traditionally
have taken place on our streets. Streets of study area is functioning less as social gathering
spaces and market areas, and more as conduits for an ever-increasing volume of traffic.
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Figure 11-11: Plan Showing Street Development Strategies
Snapshot showing Examples of Street Development
Streets are one of the most valuable assets in the city. They not only ensure residents
mobility but allow them to travel from one place to another, acts as a place for people to
meet, interact, do business and have fun. Good streets make a city liveable. They foster
social and economic bonds, bringing people together. Decisions about how to allocate and
design street space have a tremendous impact on quality of life.
Gurugram struggles to reconcile with the competing needs of mobility and liveability. With
increase in private motor vehicle ownership, non-availability of street spaces, on-street
parking and some of the street spaces that traditionally have taken place on our streets. The
condition of streets in the study area is poor or not yet constructed.
It is important to restore the major functions of the urban streets as part of CMP project. It is
suggested that all streets of the city shall be developed as model streets by providing
additional features to enhance the efficiency, safety and usability of the streets for all the
road users. The major street design features are as listed below:
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• Pedestrian walkways
• Traffic calming measures
• Cycle/NMV Infrastructure
• Space for Street furniture’s
o Benches
o Guard rails / fences
o Landscaping
o Lighting
o Shading
o Advertisement panels
• Road markings & Signage
• Bus Shelters
• IPT / Auto rickshaw stands
• Vehicle lanes
• Median openings
11.4.1 Proposed Street Improvements

Proposed street improvements for study area roads are discussed in this module. Model
streets have been identified to be taken for the road improvement.
Pedestrian walkways
Pedestrian walk environment in study area is very poor. While walk trips are substantial,
provisions of convenient and safe walking are not seen at most of the places. A number of
locations have been identified where conflict exist between pedestrians and vehicles,
walkways are encroached, discontinuous and of substandard. The analysis of pedestrian
survey indicates that a large volume of pedestrians use the Bhim Nagar, Bhim Nagar
Chowk, Sheetla Mandir, HUDA complex, Laxman Vihar (Sector-4), Ravi Nagar (Sector-10),
HUDA Colony (Sector-46), Car Driving School (Sector-49), Huda City Centre Metro Station,
Tau Devilal Park, Bus Stand (Sector-12).
Although there are regular median openings which facilitates the pedestrian crossings, but
pedestrian crossings (signalized/tabletop) needs to be provided near the schools, shopping
complex, institutional areas, hospitals and offices.
Traffic Calming Measures

Traffic calming uses physical design and other measures to improve safety for motorists,
pedestrians and cyclists. It aims to encourage safer, more responsible driving and potentially
reduce traffic flow. Physical devices include speed humps, speed cushions, and speed
tables, sized for the desired speed. Such measures normally slow cars to between 16 and
30 km/hr.
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Pinch points Speed Tables
Speed Cushions Speed Humps
Speed tables can be built at the commercial establishments, across pedestrian interaction
points, and hospitals. This shall also be implemented in conjunction with the footpath height
and area of pedestrian crossings.
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Figure 11-12 Plan Showing Tabletop Pedestrian Crossing
The Figure 11-12 above shows Tabletop pedestrian crossing. This basically is a type of
traffic calming feature to facilitate pedestrian crossing.
Cycle / NMV Infrastructure

At present, about 2.2% of trips are made by cycle and it is important to promote this mode of
transport and to provide continuous cycle tracks along major corridors in study area. Major
corridors of movement have been identified, and cycle tracks have been proposed along
these, subject to factors such as availability of space for construction of a track of desired
width.
The main objective of the facility is to utilize the dense road network and to connect the main
nodes. The scheme would be able to connect the main nodes and the complete the last mile
connectivity for ease of all commuters.
Street Furniture
Street furniture is an integral part of showcasing image of a city that shall complement the
urban qualities of the street. A synchronized group of street furniture should be selected to
create consistent character. Street furniture shall be developed for each streetscape based
on space availability and shall include sitting areas, shade structures, lighting, trees,
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landscaping and paving. Street furniture may also be located in areas such as junctions,
transit stops and edge zones, based on need and where space permits.
• Sitting Areas: Providing ample seating at places where road is pedestrianized or road
sections which are proposed for pedestrian and parking and have commercial activities.
• Planters: Sections of the road in the city center along the pedestrian walkways shall be
landscaped with planters at designated places. It may not be necessary to provide
landscaped areas with plant materials, stones, gravel, stabilized soil and decomposed
granite and other materials may be used as an alternative to hardscape (paving) and
landscaping that requires water. Use of these materials, alongside plants and paving,
can also help to create variety and interest in streetscape design. In addition to the
softscape materials, hardscape materials such as natural stone embankment, tiles, or
pervious pavers may be used in landscaped areas.
• Lighting: Lighting is an integral part of street design, whether to illuminate the
carriageway or pedestrian areas or even the public spaces. Lighting is a key element in
creating walkable pedestrian networks. Illumination also improves safety and wayfinding.
It can also be a defining visual element that enhances the aesthetic character and
identity of the streets. Two levels of illumination are appropriate for a streetscape such
as lighting along the carriageway, placed in the edge zone or the median; and
pedestrian-oriented lighting along sidewalks and cycle ways. The pros and cons of
lighting layouts are as follows:
o Single side lighting: economical to install, but suitable only for narrow roads
o Staggered lighting (both sides): adopted for wider roads with three or more
lanes
o Central lighting: adopted for wider roads with three or more lanes
• Shade Structures: along with lighting and planters, modern shade structures shall be
provided along pedestrianized areas so as to encourage walk trips along the sections.
This may include attached arcades, galleries, free standing structures, canopies and
pergolas and must be located at the ground level of building façades, in coordination with
building owners.
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• Advertisement panels: Advertisement panels shall be provided with

uniform dimensions and at locations that shall not obstruct the street
view.
• Signages- Except direction signs, other signs like regulatory and
warning signs are missing on the main roads. These signs provide
information to the driver about compulsory right or left turn, parking
or no parking area, speed limits, entry restriction signs, one-way
roads or any other information. It is very helpful during night driving
because no other land-use is visible. Immediate need is to provide
all kind of signages as per IRC norms/ standards on all major roads
in the city.
• Regulatory signs: Regulatory signs describe a range of sign that are used to indicate or
reinforce traffic laws, regulations or requirements which apply either at all times or at
specified times or places upon a street or highway, the disregard of which may constitute
a violation, or signs in general that regulate public behavior in places open to the public.
Regulatory signs include Stop Signs, Yield Signs, Speed Limit Signs, Do Not Enter,
Handicapped, and One-Way Signs
• Warning signs: These signs are for the safety of oneself who is driving and advice the
drivers to obey these signs.
• Informative signs: These signs provide information to the driver about the facilities
available ahead, and the route and distance to reach the specific destinations
Road Markings
The essential purpose of road markings is to guide and control traffic on a highway. They
supplement the function of traffic signs. The markings serve as a psychological barrier and
signify the delineation of traffic path and its lateral clearance from traffic hazards for the safe
movement of traffic. Hence, they are very important to ensure the safe, smooth and
harmonious flow of traffic. Various types of road markings like longitudinal markings,
transverse markings, object markings and special markings to warn the driver about the
hazardous locations in the road etc.
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Bus Shelters
Currently there are limited bus stops in the Gurugram city area and is present along the new
bus routes. The existing bus stops are in good condition as they are newly built. The location
of bus stops is in proper location.
Hawker zones
With the new policy in place for provision of space for hawkers on the streets, it has become
mandatory to provide Hawker zones by the concerned urban administrative authorities and
not to treat hawkers as encroachers. In the present context, hawkers are proposed to be
integrated in the overall planning of the street cross sections. Designated area for hawker
with integrated short-term parking bays and auto bays have also been provided in the
proposed cross sections for various roads as identified as model streets.
Other Recommendations
It is necessary to develop model street guidelines for Gurugram that can be referred while
planning of new roads or during renovation of existing streets. It is also necessary to have
provisions for all utility lines within the available R.O.W. These guidelines shall be provided
with conceptual cross sections and dimensional drawings so that it may act as an instrument
for creating a pedestrian friendly and environment friendly streets which in turn helps to
develop “complete streets” within urban streetscape. These guidelines may be incorporated
in the master plans for Gurugram depending on the proposed roads and their R.O.W.
11.5 Proposed Corridors as Model Street

The detailed inventory and speed delay study of about 776 km of road network in Gurugram
revealed that the city lacks ability to accommodate competing needs of mobility and livability.
The ever-increasing ownerships of private vehicles had guided the development towards
more space allocation for vehicular traffic and hence reducing space for social and economic
activities. The absence of division of road space for accommodating various activities, result
in haphazard movements and possess a great threat to the vulnerable road user.
Allocation of space based on abutting activities and link characteristic will result in conflict
free movements within the given Right of Way (R.O.W). As a short-term improvement a few
streets were identified which would have some of the above-mentioned features to make the
street livable. Below is the list of streets that are proposed in short term improvements.
• Corridor 1: Huda city center to Subash Chowk (6.6KM)

• Corridor 2: Golf Course Extension Road (4.9KM)
• Corridor 3: Huda city center to Rajesh Pilot Gurjar Chowk (5.7 KM)
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The proposed corridors to be converted as Model Streets as shown in the Figure 11-13
given below -
Figure 11-13: Corridors for Cross Section Improvement (Proposed)
11.5.1 Corridor 1
The existing road from Huda City Center to Subash Chowk comprises 36.0m ROW with 10m
carriageway, 5mservice lane and 2.5m paved footpath on both the sides. As, model street,
for the section with vehicle movement, Two proposals are made:
• For first proposal, the cross section is provided with2.5m footpath, 2.8m service lane,
0.2m separator, 2m cycle track and 9m carriageway on both the sides.
• For second proposal, the cross section is provided with 2m cycle track, 0.2m separator,
2.8m service lane, 2.5m footpath and 9m carriageway on both the sides.
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Figure 11-14 Corridor 1- Existing Cross-Section
Figure 11-15 Proposed Cross-Section 1 (Corridor 1)
Figure 11-16 Proposed Cross-Section 2 (Corridor 1)
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11.5.2 Corridor 2
The existing Golf Course Extension road comprises 30.0m ROW with 10m carriageway, 3m
unpaved area on both sides. As, model street, for the section with vehicle movement, Two
proposals are made:
• For first proposal, the cross section is provided with 2.8m footpath, 2m cycle track, 0.2m
separator and 9m carriageway on both the sides.
• For second proposal, the cross section is provided with 0.5m separator,2m cycle track,
2.5m footpath and 9m carriageway on both the sides.
Figure 11-18 Proposed Cross-Section (Corridor 2)
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11.5.3 Corridor 3
The existing Golf Course Extension road comprises 33.0m ROW with 10.5m carriageway, 2m
footpath on both sides. As, model street, for the section with vehicle movement, Two proposals
are made:
• For first proposal, the cross section is provided with 2m cycle track, 2.4m footpath, 10.5m
carriageway on both the sides.
• For second proposal, the cross section is provided with 0.5m separator, 2m cycle track,
2.5m footpath and 9m carriageway on both the sides.
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11.6 Travel Demand Management Measures

overall planning. TDM is a wide range of policies, programs, services and products that
influence why, when, where and how people travel to make more sustainable. TDM has four
main components that people an integrated approach to transport demand management.

11.6.1 Parking Radially to Metro Corridor

In order to minimize the use of private vehicles as last mile connectivity, parking is being
provided radially to the metro corridor on the local streets. As the local street does not have
much traffic so the parking is proposed on these streets. The features of this policy measures
are;-
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• Proposing private vehicle parking near metro station on the local streets.
• Charges of these parking slots are 2.5 times the normal parking charges throughout the
day.
• Providing bus to reach the proposed metro stations in order to avoid paying the high
parking charges.
Figure 11-23 Proposed parking area
11.6.2 Parking Restriction on SEZs

Among the outer cordon (OC) locations, maximum traffic in a day was recorded near Delhi-
Jaipur Expressway (Near Ambience Mall) (OC6) with 334683 PCUs (37.3%).
Figure 11-24 Major Congestion Zones along the NH-8
The Major Attraction point here is Cyber Hub and Udyog Vihar.
Private vehicles coming to these SEZs are the major cause of congestion on NH8, so in order to
reduce the traffic some strict parking enforcement measure are proposed near these zones.
• Out of the total parking 80 percent of the parking are to be booked online, from the 80
percent 50 percent to be booked at the Normal Price, while rest the 50 percent are to be
booked at the Dynamic Price.
• Rest 20 percent of the total parking are to be booked onsite but at the Higher Rates.
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11.6.3 Car Pooling Policy

In order to reduce congestion on NH-8 Congestion Cess has to be implemented. This will help
in reducing the traffic on NH-8 during peak hours. This Policy has following features
• Private vehicles if travelling on NH-8 should have an occupancy>2 else in case passengers
do not adhere to car polling then they have to pay Rupees 200 per vehicle per hour.
• Cab aggregators are not allowed to travel on NH-8 unless they have an occupancy >=2 in
peak hour.
Figure 11-25 Proposed travel corridors
11.6.4 Car Restrict Policy using Vehicle Registration Method

In order to minimize the traffic and pollution in the city some major policies are to be
implemented by restricting the use of cars based on their registration year. The features of such
car restriction policy are -
• Private cars that are 0-3 years will have green registration plate and they will be allowed to
travel in all the corridors.
• Private cars that are 3-6 years older will have orange Registration plate. They are allowed
to travel in all the corridors except Inner corridor.
• Private cars that are 6-10 years older will have Red Registration plate. They are allowed to
enter into only Regional corridor
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11.6.5 Other TDM Recommendations
Car and 2-wheeler Free Day

Within the urban core, one day of the week may be declared as Car and 2-wheeler Free Day.
This would promote use of public transport modes and improvement in environmental quality in
the study area.
Office Work Time Rescheduling/ Staggering of activity timing

Almost all the offices in the city start at the same time and end at the same time. Shifting the
timings of office would reduce congestion on the road especially during peak hours. It shall
some offices start at 8:30 AM, some at 9:30 AM and some at 10:30AM which shall help in
streamline movement of traffic. Staggering of shopping opening & closure timing could also be
explored to reduce traffic congestion. A detail study of the likely impact of such policy need to
be undertaken.
Work from Home Concept

At least once a week work from home option should be made available for the employees. This
would reduce a significant number of trips in the city during weekdays.
11.7 Freight Access Plan

11.7.1 Freight Terminal Facilities Plan (IFC/ Truck Terminal)
Urban Freight is a very important but neglected component of city transport system. Within
urban freight the freight handling areas such as terminals, transport nagar, IFC etc. plays a vital
role in ensuring smooth movement of urban goods. At present there is no truck terminal of IFC
in the study area.
According to the 2031 Master Plan of Gurgaon Manesar Urban Complex, vacant land is
available with the government in Sec 96, 97 Pataudi Road area of Gurgaon and near Sec-110,
Dwarka Expressway under the land use for Transport and Communication. So, they are
proposed to be developed as a Freight Terminal either in the form of IFC or Truck
Terminal/Transport Nagar with all modern facilities. However, the option has been provided for
both, an Integrated Freight Complex is more suited for Gurugram because it provides facilities
for regional as well as intra – urban freight movement. Also, it will provide facilities for freight in
transit as well as interchange of mode. These are not done in a Truck Terminal. With the
commissioning of the Transport Nagar and freight on the Freight Corridors, the model looks like
a radial form connecting the terminal with the freight attracting land uses.
The main objectives of a Freight terminal are:-
• To reorganize office and godown space of transport companies

• To provide for expansion of companies
• To reduce parking, loading/unloading instances in CBD
• To locate the facilities for vehicle repairs, servicing, rest places, shops etc.
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• To cater to intercity movements destined to operator’s godown and provide for idle parking
for trucks
• Waiting for return load.
• To function as a rest and halting place for through traffic.
As per URDPFI guidelines, the land use breakup plan for a truck terminal is presented in the
table below:
Table 11-6: Land use Break up for IFC (URDPFI)
S. No Land Use Percentage Area
Transport Operators: Office, Godown,

1 30
Loading/Unloading area
Service Industry: Petro pump, Service area, Weigh

2 6
bridge etc.,
3 Public Semi-public: Police post, Post office, First aid etc., 3
4 Commercial 3
5 Parking: Idle, Transit, Other vehicles 18
6 Open Space 10
7 Circulation 28
8 Others 2
Total 100
The space requirement according to the URDPFI standards according to the estimated tonnage
is shown in the below table -
Table 11-7: Area Requirement for IFC/Truck Terminal
Parameters IFC Truck Terminal

Daily Regional Tonnage Handled 1,85,636 1,85,636
URDPFI Guideline 1 Hectare per 400 ton. 1 Hectare per 300 ton.
Space Requirement (in Hectares) 465 619
The broad land use break-up for the proposed IFC in the study area is shown in the below table
-
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Table 11-8- Broad Land Use break-up for IFC
Broad Land Use Break-Up
S.no. Use Type Area Share* Area (Ha)
1 Wholesale Market 35% 162.75

2 Warehousing 8% 37.2
3 Booking Agencies 2% 9.3
4 Commercial & PSP 5% 23.25
5 Utilities & Services 3% 13.95
6 Service Industry 4% 18.6
7 Parking 12% 55.8
8 Circulation 25% 116.25
9 Others 6% 27.9
Total 100% 465
The table below shows the broad activity break up of a truck terminal proposed in study area
Table 11-9- Broad Land Use breakup for Truck Terminal
Broad Land Use Break-Up

S. no. Use Type Area Share* Area (Ha)
1 Transport Operators 35% 216.65
2 Service Industry 8% 49.52
3 PSP 2% 12.38
4 Commercial 5% 30.95
5 Parking 3% 18.57
6 Others 47% 290.93
Total 100% 619
A phase wise development of truck terminal is being proposed as under -
• Medium Term Phase

• Long term Phase
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Medium Term Improvement:

As a medium-term improvement plan, the number of parking spaces is increased to 2000.
Hence, a 50% of the remaining land is used to increase the capacity. With the increase in
number of spaces, vehicle circulation plan needs to be improved for proper movement of
vehicles.
Long Term Improvement:

As a long-term improvement plan, it is recommended to increase the number of truck parking
spaces to 2500 which is to the capacity. Hence, the remaining land out of 465 Ha. is used to
increase parking in the truck terminal to its capacity. With the increase in number of parking
spaces it is recommended to enhance the circulation plan and increase the facilities for truck
drivers accordingly.
Appropriate traffic management plan along the proposed freight corridor as shown in the below
figure
232.5 Ha.
92818
tonnage
232.5 Ha.
92818
tonnage
Figure 11-26: Location of IFC/Truck Terminal and Freight Corridor
The freight corridor is 114 km long in all, out of which 35.4 km lies within Outer ring.
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11.8 ITS Management Plan

11.8.1 Traffic Signals
At present, most of the junctions are already signalized. Based on the primary data analysis and
estimated volumes 10 more locations need to be signalized. The locations for the proposed
signals are as follows -
• Subhash Chowk
• Ch. Bakhtwar Marg, Milan apartment Chowk, Sec 38, 32 39 chowks
• Jharsa Chowk, Sec 31-32
• Artemis Hospital chowk, Sec 51-52
• Chinar Junction
• Major Lakshmichand road junction with NH-48
• Major Lakshmichand road junction with Old Delhi Gurgaon road
• Hanuman Mandir road junction with NH-48
• Commissioner of Police Office junction, Jail road
• Bhimnagar Chowk, Sec 12-12A
The figure below shows the locations of traffic signal proposed.
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Figure 11-27: Traffic Signals (Proposed)
11.8.2 Signal Synchronization

The new signals have proposed keeping in mind the application of Traffic Demand Management
by controlling the flow of traffic on prioritized routes. Signal synchronization which means once
one signal turns green and the vehicle passes that, all following signals on the synchronized
route will turn green by the time the vehicle reaches the next signal has been recommended.
Six routes have been chosen for signal synchronization are -
• Sohna Road (from Railway Station to Golf Course Extension Road)

• Vikas Marg (from HUDA City Centre to Sohna Road)
• Golf Course Extension Road (from Golf course Road to Sohna Road)
• Satpaul Mittal Marg
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• Unnamed road (from HUDA City Centre to Golf Course Extension)

• Route from Old Delhi Gurgaon Road to Golf Course Road
The figure below shows the locations of proposed traffic signal synchronization routes in
Gurugram with numbering.
Figure 11-28: Signal Synchronization on selected Corridors (Proposed)
A total of 40 signals out of 82 signals are to be synchronised
11.8.3 Vehicle Actuated Signal

In addition, 11 signals are proposed for Vehicle Actuated operation wherein, these signals
based on live situation give priority to a particular arm of the intersection which has more
vehicles. They continuously detect vehicular traffic volume, compute optimal signal timings
based on this detected volume and simultaneously implement them. Reacting to these
variations generally results in reduced delays, shorter queues and decreased travel times.
These are also referred to as Area Traffic Control system (ATC System).
Eleven locations have been proposed for vehicle actuated signals as follows -
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• Head Post Office, Gurugram, Old Delhi Gurgaon Road

• Old Delhi Gurgaon Road, Country Inn and Suites by Radisson
• Old Delhi Gurgaon road junction with New Mata Mandir Road
• Carterpuri Road, Sarva Haryana Grahmin Bank
• Netaji Subhash Road junction with Jharsa Road (near HSBC)
• Netaji Subhash Road junction with Sector-40 road
• Netaji Subhash Road junction with Santosh Yadav Marg
• Netaji Subhash Road junction with BhagwanMahavir Marg
• Bristol Chowk
• Golf Course Road junction with Hamilton Court Road (Metro Pillar 46-47)
• GurjarSamratMihirBhoj Chowk, Kadarpur Road
11.8.4 VMS (Variable Message Sign)

VMS is usually installed at certain roads as informatory signs to advise road users about road
incidents, diversions, speed restriction and safety messages. The locations at which VMS
proposed to be installed are -
• Near Samvit Hospital, Sohna Road

• Near Shri Ram College of Management, Old Delhi Gurgaon Road
• Near MCD Toll, Rajokri, NH-48
• Near MG Road Metro Station (yellow line), MG Road
• Near Sec 42-43 Rapid Metro Station, Golf Course Road
• Near Vatika Towers, Golf Course Road
The table below shows locations of various types of signal operations besides VMS
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Figure 11-29: Signal Operation (Proposed)
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12 Environmental and Social Considerations

12.1 Preamble
The CMP Gurugram project undertakes various development projects to ease transport system
of Gurugram city. The projects have been identified based on current needs and future
developments of the city. These projects when implemented will have impacts on various
environmental components. Some of these impacts will be temporary and some of these will be
permanent in nature. In this section the applicability of clearances pertaining to environment and
broad assessment of impacts has been carried out. In the end recommendations have also
been made to reduce environmental impacts due to implementation of CMP projects.
12.2 Policy, Legal and Administrative Framework

The Environmental Regulatory Framework in India is controlled by “The Environment
(Protection) Act, 1986. Ministry of Environment & Forests, Govt. of India has issued
Environment Impact Assessment EIA Notification dated 14th September, 2006 for according
Environment Clearance(EC) to 8 categories of industries/projects by the Ministry of Environment
& Forests, Govt. of India and by a State Level Environment Impact Assessment Authority
constituted by Government of India on the recommendations made by the State Government.
The activities requiring prior environmental clearance have been listed in Schedule of this
Notification.
The clearances and permissions required under existing environmental legislation to implement
the Project are summarized and provided in Table 12-1.
Table 12-1 Clearances and Permissions Required for Identified Projects in CMP
Authority to Accord
S. No Description Act/ Rules Remarks
Clearance
1 Tree felling and removal Haryana Forest Tree removal will be Applicable
from Right of Way of Department guided as per state
projects government rules.
2 Prior Environmental Ministry of Environment The Environment Not

Clearance and Forests, New Delhi Protection Act 1986 Applicable
as all
identified
projects are
within city
limits
3 Setting of hot mix Haryana State Air (Prevention Applicable

plants, crushers and Pollution Control and Control of
batching plants during Board Pollution) Act,
construction Department of mines 1981 and the
& geology, Haryana Noise Pollution
(Regulation and
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Authority to Accord
Clearance
Control) Rules,
2000
4 License to store HSD and Gurugram sub circle The Petroleum Act, Applicable
Explosives at Construction office, Deputy Chief 1934 and The
camp by the contractors Controller of Explosives, Petroleum Rules,
from Chief Controller of Haryana 1976.
Explosives under
Explosives Act 1884
Petroleum Acts and Rules
and Explosive Rules,
2008
5 Permission to withdraw Water resources Applicable

water for construction from Department, Haryana
surface water sources
such as canals and rivers
6 Permission to withdraw Central Ground Water Applicable

from ground water for Board
construction
7 Permission for sand mining Department of mines Existing State Applicable

from river bed & geology, Govt. of Rules and
Haryana. The Regulations
Collector of the district
will grant short-term
mining lease.
8 Establishment of workers Haryana State Environment Applicable

camp, equipment and Pollution Control Protection Act,
storage yards Board 1986 and
Manufacturing,
Storage and
Import of
Hazardous
Chemicals Rules,
1989
9 Storage, handling and Haryana State Hazardous Applicable

transport of hazardous Pollution Control Waste
materials at camp and Board (Management
construction sites and handling)
Rules, 1989 and
Manufacturing,
storage and
Import of
Hazardous
chemical Rules,
1989
10 Waste water discharge Haryana State Water Applicable

from labor camps Pollution Control (Prevention and
Board Control of
Pollution) Act,
275
Authority to Accord
Clearance
1974
11 Disposal of bituminous Haryana State Hazardous Applicable

wastes Pollution Control Waste
Board (Management
and Handling)
Rules, 1989
12 Opening up new quarries Haryana State Mines and Applicable

Pollution Control Minerals
Board (Regulation and
development)
Act, 1957 as
amended in 1972
12.3 Environmental Assessment of proposed CMP measures

12.3.1 Introduction
Need of the Project
Gurugram is one of the major rapid growing city of the state of Haryana. In order to meet the
urban commuter transport requirements for future a Comprehensive Mobility Plan (CMP) is
necessary. This CMP will ensure timely implementation of identified traffic and transport projects
in a sustainable manner. The CMP has been prepared considering existing analysis of situation
and future growth of the city. The implementation of the planned transport projects in phased
manner will have impacts on various environmental components. In this section broad
identification and` assessment of impacts has been done. The identified sub projects have also
been categorized in low, medium or high category from environmental perspective.
Sub Project Location
All the identified sub projects are located in Gurugram Manesar Urban Area limits.
Environmental Regulatory Requirement and Project Category
All projects and activities are broadly categorized in to two categories - Category A and
Category B, based on the spatial extent of potential impacts and potential impacts on human
health and natural and manmade resources. The projects or activities falling under Category ‘A’
in the Schedule (Notification under sub-rule (3) of Rule 5 of the Environment (Protection) Rules,
1986) shall require prior environmental clearance from Central Government in the Ministry of
Environment and Forests. At the state level for the projects falling under Category ‘B’ in the said
Schedule shall require prior environmental clearance from the State Level Environment Impact
Assessment Authority (SEIAA).
Ministry of Environment Govt. of India vide notification NO.S. O. 255 (E) dated 07-02-11
constituted State Level Environment Impact Assessment Authority (SEIAA) for the state of
Haryana. As per EIA notification the projects or activities falling under category B of the
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schedule shall require prior environmental clearance from the SEIAA, before any construction
work, or preparation of land by the project management except for securing the land, is started
on the project or activity. The projects are further classified into category B1 and category B2.
The projects categorized as B1 will require EIA Report for appraisal and to undergo public
consultation process (as applicable). Projects categorized as 'B2' will be appraised based on
the application in Form-I accompanied with the Pre-feasibility Report and any other documents
Environment Management Plan (EMP): The Environment Management Plan would consist of
all mitigation measures for each item wise activity to be undertaken during the construction,
operation and the entire life cycle to minimize adverse environmental impacts as a result of the
activities of the project. It would also delineate the environmental monitoring plan for compliance
of various environmental regulations. It will state the steps to be taken in case of emergency
such as accidents at the site including fire.
The consultants have referred SEIAA guidelines as per requirements of RFP document. All the
CMP sub projects being urban development projects therefore adoption of this SEIAA guideline
is justified. The environmental assessment and clearance requirement of the proposed schemes
is presented in the Table 12-2.
Table 12-2 Clearances and Permissions Required for Identified Projects in CMP
Environmental clearance and EIA
Proposals Proposed Schemes
requirement
EIA/EMP requirement, environmental

Metro Rail System
clearance required
No EIA/EMP , environmental clearance

Augmentation of Bus
required

Bus Queue Shelters (Bus Stop)
Public required
Transport
system EMP required, No environmental clearance
Inter Modal Transit Center (IMTC)
required
EMP required, No environmental clearance

Inter State Bus Terminal (ISBT)
required

Intermediate Para Transit Stops
required

Footpath
required
Pedestrian
Facility No EIA/EMP , environmental clearance
Table Top Crossing
Improveme required
nt
Pelican Signal
required
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requirement

Zebra crossing
required

Upgrading Foot Over Bridge with Escalator
required
EMP required, No environmental clearance

Subway with Escalator
required

Skywalk with Escalator
required

Cycle Track
required

NMT Cycle Sharing Stand
required
Facility
Improveme
nt Cycle Rickshaw stand
required

Junction Treatment
required

Public Toilet
required

Dustbins
required

Signage’s
required

Street Furniture
required
Corridor
Improveme Footpath
required
nt Plan
Multi Utility Zone
required

Table Tops
required

Zebra Crossing
required

Bus Stops
required
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requirement

On-Street Parking
required

Off-Street: Surface Parking
Parking required
Manageme
nt Plan No EIA/EMP , environmental clearance
Multi-Level Car Parking
required

Stack Parking
required

Automatic Vehicle Location System (AVLS)
required

GPS in IPT
required

Passenger Information System (PIS)
required

E-Ticketing Machine (ETM)
required

CCTV Surveillance
required

Voice Announcement System with Display
required
Intelligent
Transport Control Centre
required
systems
Communication Centre
required

Mobile App and Web Portal
required

Common Mobility Card
required

Area Traffic Control System (ATCS)
required

PTZ Cameras
required

Red Light Violation Camera
required
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requirement

Vehicle Incident Detection System (VIDS)
required

Speed Violation Camera
required

Variable Messaging System
required

Weather Monitoring Station
required

Automatic Parking Management System
required

Variable Messaging System - Freight
required
Automatic Parking Management System – No EIA/EMP , environmental clearance

Freight required
New RuB: Shri Sanatan Dhram Shiv Mandir EMP required
New RuB: Pareena: The Elite Residences. EMP required

Grade
Separation New RuB: Rao Pipe Industries. EIA required
Interchanges on Intermediate Ring Road EIA required
RoB/RuB along Intermediate Ring Road EIA required
Junction
Junction Improvements along Arterial
Improveme EMP required
Roads
nt
Truck Terminal EMP required
Freight Transport Nagar EMP required
Integrated Freight Complex EMP required
Road Between Shoba city Gurugram near

EMP required
Raghopur to Sector 114
Road Between Sector 111 to Dundhera

New Links EMP required
village
Road Between NH-8 at ambience mall and

EIA required
MG road
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requirement
Road Between Dwarka Expressway EIA required
Farukh nagar road EMP required
Pataudi Road EMP required
Widening Gurugram – Faridabad extension road EMP required

of Roads
Dornacharya College of Engineering to EMP required
sector 5 chowk
Old Delhi – Gurugram Road EMP required
The environmental laws applicable to the sub projects identified are both pollution and natural
resource related. Key Mandatory environmental laws are:
• Water (Prevention and Control of Pollution) Act, 1974
• The Water (Prevention and Control of Pollution) Cess Act, 1977
• Environment (Protection) Act, 1986
• Forest (Conservation) Act, 1980
• Wildlife Protection Act, 1972
Key environmental rules and regulations applicable for above sub projects are:
Legislations
• Air (Prevention and Control of Pollution) Act 1981

• Manufacture, Storage and Import of Hazardous Chemicals Rules, 1989
• Hazardous Waste (Management and Handling) Rules, 1989
• Municipal Solid waste (Management & Handling) Rules 2000
• Bio Medical Waste (Management & Handling) Rules 1998
Policies
• National Conservation Strategy and Policy Statement on environment and

• Development, 1992
• Policy Statement for Abatement of Pollution 1992
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12.4 Anticipated Environmental Impacts and Mitigation Measures

Environmental impacts have been assessed considering present environmental setting of the
city especially at locations of sub project areas and surroundings, nature, and extent of the
proposed activities. Suitable approach and methodology was adopted to ascertain likely impacts
during design and construction and operation stage. Out of all the sub projects mentioned
above no adverse impacts on environmental components are anticipated due to implementation
of sub projects under the following
• NMT improvement plan
• ITS management plans
• Corridor improvement plan (Green areas, dustbins, lighting)
The major impacts anticipated are due to development of new roads, widening of existing and
roads, construction flyovers and RoBs and intermodal facilities.
12.4.1 Impacts and Mitigation during Design Stage

Physical Environment: Developmental sub projects may need cutting of the trees and
removal of vegetation and this may alter the local micro-climate. The structures to be built in
road and rail sub projects such as flyovers, RoBs and Bridges should have proper consideration
for the seismic coefficient. Road widening and construction of new roads, rail lines and
footpaths may affect roadside water pipes and telecommunication cables which are mostly
located in along the alignment. The road widening and new construction of road related
structures and increase traffic may damage drainage system and create safety concern to
people residing along the roads. Noise level may increase during construction and operation
stages of the sub projects near the sensitive receptors like hospitals, schools. It is assessed that
incremental noise level due to current traffic and anticipated traffic is of the order of only 2-5 dB
(A). There will be impact on land use pattern also at the locations of new constructions such as
roads, flyovers, RoB and new rail line. No significant impact is anticipated on any of the surface
water bodies due to bridge re-construction or minor bridges widening. There may be
requirements for cutting of trees and removal of vegetation from the RoW of roads proposed for
widening and new construction.
Biological Environment: The main impact identified on biological environment is on fauna due
to tree cutting and removal of vegetation. These trees shall be identified during the feasibility
study and DPR preparation. The impact on fauna will be limited due to cutting of trees leading to
the roosting of nests of birds.
Socio-Economic Environment: The impact on socio-economic environment will be mainly due
to acquisition of land and property. There will be positive impacts due to sub projects
interventions as there will be reduction in congestion.
The provision of Land compensation Act 1898, National Highway Act 1956 and National R & R
policy 2007 provision will be followed for land acquisition. Adequate provision will be made in
project design for safety near schools, hospitals and other sensitive locations. Provisions of
adequate caution signage near school, sensitive locations, will be fixed at appropriate locations.
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These will be preferably of PCC with Retro-reflective paints. Common property resources
structures even falling within RoW but out of required formation width will be saved to the
extend feasible through engineering measures.
Mitigation: Faunal Protection: During the feasibility stage tree cutting will be avoided. Specific
mitigation measures are not warranted as being built up area existence of fauna is minimal.
Floral Protection: In the CMP one sub project has been planned on green area development
under the Corridor Management plan. In order to compensate for tree cutting compensatory
plantation in 1: 5 is planned.
Trees will be planted as a natural barrier to noise propagation along the road. The provision of
noise barrier will also be explored at noise sensitive receptors. This detailing will be done during
DPR and feasibility report preparation of sub projects.
Provision of adequate cross drainage structure is to be made in the all the new alignment of
roads and rail projects. Additional balancing culverts will be provided in flood prone areas. The
embankment height will be designed consistent with the existing topography of the region and
will be higher than the high flood level (HFL).
Relevant India Standard (IS) codes will be adopted while designing the civil structures to sustain
the earthquake of highest magnitude in Seismic zone IV.
12.4.2 Impacts and Mitigation during Construction Stage

The significant impacts during construction are mainly associated with: (i) dust from earth works
(during site preparation), (ii) emissions from the operation of construction equipment and
machines, (iii) fugitive emissions from vehicles plying on the road, (iv) fugitive emissions during
the transport of construction materials, (v) air emissions other than dust arise from combustion
of hydrocarbons particularly from the hot mix plants, and (vi) localized increased traffic
congestion in construction areas. Ambient noise level may increase temporarily in the close
vicinity of various construction activities, maintenance workshops and vehicles and earthmoving
equipment. Some impacts on soil and land use like loss of borrow areas, soil erosion, soil
contamination due to inappropriate disposal of liquid waste (lubricating oil and fuel spills, waste
oil and lubricant and vehicle/equipment washing effluent), and domestic solid waste and
sewage from construction camps. Construction material and waste may contaminate or clog
small drains if stored or disposed close to water body or pond.
To control fugitive dust, materials will be transported using covered trucks, and regular spraying
of water on earthworks including unpaved roads and materials handling. Noise making
equipment like diesel generating sets will be fitted with silencers. Provision of temporary noise
barrier (barricading) will be made near sensitive locations or near the noise and dust source
during construction. Care will be taken to prevent activities which are likely to generate noise
related disturbance during nighttime especially near the sensitive locations. Excavation of
borrow areas will be excavated as per the Indian Road Congress (IRC):10-1961. Fuel and
lubricants will be stored at the predefined storage location and away from drainage channels.
The bituminous and construction wastes will be landfilled in environmentally accepted manner
and away from water bodies. Construction camps will be located on unproductive land and at
open areas away from habitat areas. All construction camps will be provided with sanitary
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latrines and urinals with septic tanks attached with soak pits or mobile toilets fitted with
anaerobic digestion system. Storm water drains will be provided around the camp to collect rain
and surface runoff and course to the nearest natural drain. No wastewater will be disposed
without prior treatment. During the construction phase, contractors will be required to adopt and
maintain safe working practices. Contractor will provide PPEs for workers, first aid and
firefighting equipment at construction sites.
12.4.3 Impacts and Mitigation during Operation Stage

No adverse climatic changes/impacts are anticipated during operation stage other than GHG
(CO2) emission due to increased traffic, which would be largely offset with proposed plantation,
better fuel efficiency and reduced vehicle idling due to implementation of sub projects conceived
in CMP. During the operational stage, movement of traffic will be the prime source of noise
causing nuisance to nearby schools and religious places. Provision of tree plantation and noise
barrier as designed will substantially reduce noise.
Positive impacts on terrestrial ecology are expected during the project operation stage due to
the increase in vegetation and landscaping along the widened and newly constructed road
corridor and due to development of green areas as part of corridor development plan. The
municipal authorities will coordinate with the local communities to maintain and enhance the
trees planted along the roads and rail corridors. No adverse impact is anticipated during
operation stage except accidental damages or absence of proper tree management. Post
project scenario is expected to reduce the human-animal conflict. However, strict vigil will be
required to prevent such conflicts.
The improved road will provide better connectivity in terms of: (i) reduction in travel time; (ii)
increase in better and frequency of transport; (iii) enhance access to social services such as
health care facilities, educational and other infrastructural facilities; (iv) better investment climate
for industries creating more employment opportunities to local people. Important issues related
to safety during operational phase are monitoring of emergencies and establishing procedures
to carry out rescues during sudden emergency such as accidents. Adequate caution signage
near school, sensitive locations, speed control, caution notes will be fixed at appropriate
locations. These will be preferably of port land concrete cement (PCC) with retro-reflective
paints. Crash barriers and speed breakers will be installed at appropriate locations particularly
near schools and religious places.
Induced Environmental Impacts: Changed in land use beyond the ROW, risk of increase in
trans-boundary movement of hazardous and toxic materials, and the beneficial increase in trade
among neighboring countries are unavoidable induced environmental impacts attributable to the
sub project as there is existence of developing Industrial area. The negative impacts can be
mitigated through better land use controls and vigilant customs procedure to ensure proper
handling and transport of hazardous wastes and toxic materials.
12.5 Grievances Redress Mechanism

Grievances related to the implementation of the sub projects, particularly regarding the
environmental management plan will be acknowledged, evaluated, and responded to the
complainant at an expedient manner with corrective action proposed using understandable and
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transparent processes that are gender responsive, culturally appropriate, and readily accessible
to all segments of the affected people. Records of grievances received, corrective actions taken
and their outcomes will be properly maintained. A proper mechanism need to be included for
this in EMP documents to be prepared as part of DPR for the sub projects.
12.6 Conclusions and Recommendations

The sub projects identified in general are unlikely to cause significant environmental impacts as
the construction will mostly be undertaken on existing alignment and available Government
land. The environmental impacts on account of sub projects implementation are temporary in
nature and lasting during construction phase only. Impacts can be mitigated with minimal
residual impacts in all impacted areas. The sub projects especially new roads development may
involve some land and property acquisition.
The EIA and EMP should be prepared during the feasibility study stage. The EMP should be
made part of contract documents for the sub projects implementation. Adequate provision
should be made for occupational and community safety in the EMP budget. The mitigation
measures proposed should form part of BOQ for the contractor for its effective implementation.
None of the projects identified in CMP will need environmental clearance under EIA Notification
2006.
As part of DPR preparation an Environmental Management and Monitoring Plan (EMMP) should
be prepared for each project. The implementation of EMMP should be ensured during pre-
construction, construction and operation phases.
12.7 Screening and Identification of Social Impacts

Social screening is intended to provide inputs into identification of envisaged potential impacts
with the implementation of the various components/projects in developing a Comprehensive
Mobility Plan (CMP). The screening activity carried out enabled to identify the
components/projects proposed for development and corresponding adverse social impacts that
may be envisaged to be mitigated or addressed in accordance with the national and
international level laws, policies or guidelines as necessary.
This CMP will address the components of Gurugram regions urban transport system through
measures such as -
• Public Transport Improvement Plan
• Non-Motorized Transport Facility Improvement Plan
• Planning for Pedestrian Facility
• Freight Access Improvement Plan
• Parking Policy
• Parking Management Plan
• ITS Management Plan
• Traffic Safety Plan
• Road Network Development Plan
• Street Improvement Plan
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• Junction Improvement Plan
In accordance with the above project, the social and community issue which may include
positive or adverse impacts due to the proposed developments is identified. Through this project
we have attempted to enlist the various envisaged impacts category wise as per the local
conditions. The envisaged impacts that may have adverse social impacts are provided in Table
12-3.
Table 12-3 Social Impacts of Proposed Schemes

Proposals Proposed Schemes Envisaged Impacts
1. Land acquisition will cause R&R

issues
2. Construction of new line will cause
construction issues like - Traffic safety
during construction
Metro Rail
3. Use of existing pavement width will
cause removal of squatters and
encroachments from roadsides causing
loss of livelihood and loss of shelter even
though they are illegal
1. Bus route fleet size improvement will

Augmentation of Bus
have no social impact

Bus Queue Shelters (Bus Stop) encroachments from road sides causing
Public
Transport
system 1. Acquisition of land for the facilities
causes R&R issues as loss of livelihood,
loss of shelter, severance of community
& social ties
2. Improvement in approaches to the
Inter Modal Transit Center (IMTC) facilities causing impacts on adjacent
land use and land acquisition
3. Additional land acquisition, if any, for
the approach road improvement will lead
to R&R issues along the roads and
cause impacts on livelihood and shelter
4. Construction stage impacts include
the increase in air and noise pollution
Inter State Bus Terminal (ISBT)

Intermediate Para Transit Stops encroachments from road sides causing
286
Footpath
Tabletop Crossing
Pedestrian 1. Relocation of existing vending activity
Facility Pelican Signal 2. Removal of squatters and
Improvement encroachers from the footpaths
Zebra crossing
Upgrading Foot Over Bridge with Escalator
Cycle Track 1. Relocation of existing vending activity

2. Removal of squatters and
Cycle Sharing Stand encroachers from the footpaths
NMT Facility 3. Causing livelihood losses even though
Improvement they are illegal
Cycle Rickshaw stand 4. Loss of shelter for temporary shops /
residences for squatters and
Junction Treatment encroachers
Public Toilet
Dustbins
Signage’s
Street Furniture
Corridor 1. Relocation of existing vending activity
Improvement Footpath 2. Removal of squatters and
Plan encroachers from the footpaths
Multi Utility Zone
Table Tops
Zebra Crossing
Bus Stops
On-Street Parking
Parking Off-Street: Surface Parking 1. Relocation of existing vending activity

Management 2. Construction stage impact noise and
Plan Multi-Level Car Parking air pollution
Stack Parking
Automatic Vehicle Location System (AVLS)

Intelligent
1. ITS Deployment plan will have no
Transport GPS in IPT
social impact
systems
Passenger Information System (PIS)
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CCTV Surveillance
Voice Announcement System with Display
Control Centre
Communication Centre
Mobile App and Web Portal
Area Traffic Control System (ATCS)
PTZ Cameras
Red Light Violation Camera
Vehicle Incident Detection System (VIDS)
Speed Violation Camera
Variable Messaging System
Weather Monitoring Station
Automatic Parking Management System
Variable Messaging System - Freight
Automatic Parking Management System -

Freight
New RuB: Shri Sanatan Dhram Shiv Mandir

1. Additional land requirement for
New RuB: Pareena: The Elite Residences. junction improvements will cause R&R
impacts as loss of livelihood and loss of
Grade shelter
Separation New RuB: Rao Pipe Industries. 2. May cause removal / displacement of
squatters & Encroachers
Interchanges on Intermediate Ring Road 3. Widening will cause construction
issues like traffic safety during
RoB/RuB along Intermediate Ring Road construction and Traffic diversions
causing lengthening of routes increasing
Junction productive time consumed for travel.
Junction Improvements along Arterial Roads
Improvement
1. Acquisition of land for the facilities

Freight Truck Terminal causes R&R issues as loss of livelihood,
loss of shelter, severance of community
& social ties
288

2. Improvement in approaches to the
Transport Nagar facilities causing impacts on adjacent
land use and land acquisition
3. Additional land acquisition, if any, for
the approach road improvement will lead
to R&R issues along the roads and
Integrated Freight Complex
cause impacts on livelihood and shelter
4. Construction stage impacts include
the increase in air and noise pollution

Road Between Sector 111 to Dundhera 1. Additional land requirement for

village junction improvements will cause R&R
New Links
impacts as loss of livelihood and loss of
Road Between NH-8 at ambience mall and shelter
MG road 2. May cause removal / displacement of
squatters & Encroachers
Road Between Dwarka Expressway
3. Widening will cause construction
Slip road of ROB
issues like traffic safety during
Farukh nagar road construction and Traffic diversions
causing lengthening of routes increasing
productive time consumed for travel.
Pataudi Road
Widening of cause removal of squatters and
Roads Gurugram – Faridabad extension road encroachments from road sides causing
Dornacharya College of Engineering to sector though they are illegal
5 chowk
Old Delhi – Gurugram Road
Further to this the social impacts will also be examined in accordance with the Global
Environment Facility – Sustainable Urban Transport Project, India wherein an Environment and
Social Management Framework has been provided for utilization. This will enable to provide a
strategy for integration of the social aspects at all stages of the project which includes planning,
design, execution and operation of the various sub-components as relevant. Secondly this
guideline will also ensure that positive social impacts of sub-projects and would avoid/minimize
and manage any potential adverse impacts that may accrue due to the sub-project
implementation.
However, the category of improvement proposed is to be carried out within the existing
government land. In case there is private land acquisition then the applicable laws and acts of
the Government of India and the Government of Haryana will be examined, and appropriate
mitigation measures provided to address the adverse social impacts. The international funding
agency guidelines will be applicable if there is any multi-lateral or bi-lateral funding is accessed
for the project development.
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13 Policies, Regulations and Institutional Measures

13.1 Introduction
The existing institutional set up in Gurugram has been studied to appreciate prevalent
governance framework. Certain interventions have been suggested in this chapter for smooth
functioning of these bodies in the future.
13.2 Proposed Policies

13.2.1 Road Safety Policy
Based on the globally accepted multi-pronged strategy and the safe-system approach for
improving road safety, the National Road Safety Policy outlines the initiatives to be taken by the
Government at all levels. The policy is outlined as under: -
Preamble
• The Government of India is deeply concerned about the growth in the number of road
accidents, injuries and fatalities in recent years. It recognizes that road accidents have now
become a major public health issue, and the victims are mainly the poor and vulnerable road
users.
• The Government of India further recognizes that as road accidents involve roads, motor
vehicles as also the human beings, road safety needs to be addressed on a holistic basis. It
also recognizes that regardless of jurisdictions, the Central and State Governments have a
joint responsibility in reducing the incidence of road accidents, injuries and fatalities.
• In the light of this, the Government of India, through this National Road Safety Policy, states
its commitment to bring about a significant reduction in mortality and morbidity resulting from
road accidents.
Policy Statements
In order to achieve a significant improvement in road safety, the Government of India is
committed to:
Raise Awareness about Road Safety Issues: The Government would increase its efforts to
promote awareness about the various aspects of road safety, the social and economic
implications of road accidents and what needs to be done to curb the rising menace of road
accidents. This would enable and empower the different stakeholders to play a meaningful role
in promoting road safety.
Establish a Road Safety Information Database: The Government will provide assistance to
local bodies, Union Territories and States to improve the quality of crash investigation and of
data collection, transmission and analysis. A National Road Safety Information System will be
established for providing continuity and policy guidelines to this activity.
Ensure Safer Road Infrastructure: The Government will take measures to review standards
pertaining to safety in the design of rural and urban roads and bring them in consonance with
290
international best practices keeping in view Indian traffic conditions. Continuing application of
Intelligent Transport Systems (ITS) under a national framework to establish a safe and efficient
transport system will be encouraged.
Safer Vehicles: The Government will take steps to ensure that safety features are built in at the
stage of design, manufacture, usage, operation and maintenance of both motorized and non-
motorized vehicles in line with international standards and practices in order to minimize
adverse safety and environmental effects of vehicle operation on road users (including
pedestrians and bicyclists) and infrastructure.
Safer Drivers: The Government will strengthen the system of driver licensing and training to
improve the competence and capability of drivers.
Safety of Vulnerable Road Users: The design and construction of all road facilities (rural and
urban) will take into account the needs of non-motorized transport and the vulnerable and
physically challenged in an appropriate manner. The Government will seek to disseminate ‘best
practices’ in this regard to town planners, architects, and highway and traffic engineers.
Road Traffic Safety Education and Training: Road safety knowledge and awareness will be
created amongst the population through education, training and publicity campaigns. Road
safety education will also focus on school children and college going students, while road safety
publicity campaigns will be used to propagate good road safety practices among the community.
The Government will encourage all professionals associated with road design, road
construction, road network management, traffic management and law enforcement to attain
adequate knowledge of road safety issues.
Enforcement of Safety Laws: The Government will take appropriate measures to assist
various state and other governments to strengthen and improve the quality of enforcement in
order to ensure effective and uniform implementation of safety laws. The Government will
actively encourage the establishment and strengthening of highway Patrolling on National and
State Highways in cooperation with State Governments and Union Territories as appropriate.
Emergency Medical Services for Road Accidents: The Government will strive to ensure that
all persons involved in road accidents benefit from speedy and effective trauma care and
management. The essential functions of such a service would include the provision of rescue
operation and administration of first aid at the site of an accident and the transport of the victim
from accident site to nearby hospital. Hospitals alongside the National Highways and State
Highways would be adequately equipped to provide for trauma care and rehabilitation.
HRD & Research for Road Safety: The Government will encourage increased activity in
programmes of road safety research by identifying priority areas, funding research in those
areas adequately and establishing centers of excellence in research and academic institutions.
The Government will facilitate dissemination of the result of research and identified examples of
good practices through publication, training, conferences, workshops and websites.
Strengthening Enabling Legal, Institutional and Financial Environment for Road Safety:
The Government will take appropriate measures to ensure that the required legal, institutional
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and financial environment for road safety is further strengthened and a mechanism for effective
coordination of various stakeholders is put in place. The reforms in these areas would provide
for the active and extensive participation of the community at large, of the private sector,
academia and NGOs.
Implementation Strategy
The Government has decided to establish a dedicated agency viz. a National Road Safety and
Traffic Management Board (NRSTMB) to oversee the issues related to road safety and evolve
effective strategies for implementation of the Road Safety Policy.
Haryana Vision Zero- Road Safety Action Plan

Road safety is a multi-sector and multi-dimensional issue. In order to ensure sustainable and
safe transportation for all types of road users including pedestrian for reduction in road crash
mortality in the State. It is important to develop a vision along with strategies for its successful
implementation. The major areas of focus for the Haryana are as follows:
• Providing adequate transport services
• Addressing City wide traffic congestion issues
• Safety & accessibility of all travel modes for road users
• Inter connectivity of different modes of transport to ensure last mile connectivity.
• Future transportation trends.
• Hassel free travel for passenger as well as goods vehicles which is safe, user
friendly and cost effective.
• Development and management of road infrastructure
• Provision of safer vehicles
• Legislation and law enforcement
• Mobility planning
• Provision of health and hospital services
• Child safety
• Urban land use planning
The objectives of the above action plan are-

• To minimize the deaths/fatalities.
• To identify existing challenges related to walking, cycling, public transport, private
vehicle mobility and other aspects of the transport system.
• Adequate, efficient, economical and safer movement of people and vehicles.
• Change the human behaviour.
Urban Road Safety

• Road safety aspects within Gurugram should-
- understand and consider the local situation and circumstances
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- make specific provision for vulnerable road user groups such as

pedestrians, cyclists, children, elderly people
- encourage safer road user behavior and enforce traffic laws
- improve the road safety situation on a short- and medium-term basis
with measures that are easy to implement
The following Urban Road Safety Management Strategies for Gurugram are proposed-
i. Assessing the problem and setting targets for casualty reductions
- Clear understanding of the characteristics of accidents along with the
physical and social environment
- Analyze the conflict situations, probable causes and identifying road
problems and engineering solutions.
- Set up working group of all stakeholders, representatives of local authorities
involved in road safety and traffic management for exchange of information
and elaboration of short, medium- and long-term proposals.
ii. Creating a safer road environment
- Low cost measures such as channelization, median provision and traffic
signs measures are effective.
- Measures to benefit non- motorized transport users must be developed.
- Speed management through traffic calming measures
- Emphasis needs to be made on developing a hierarchy of roads.
- All new roads must be subject to a safety audit by independent safety
specialists.
- An appropriate arrangement of traffic signs and safety devices, as well as
public information is vital
- ‘Neighborhood school concept’ to be promoted for safety of school children
- Special attention should be paid to the safety of vulnerable persons such as
children, older people and people with disabilities
iii. Raising public awareness and improving education
- Need to devise ‘safe routes for school children to school’ with the
participation of parents, school staff and local traffic authorities and transport
operators.
- Identify appropriate teaching methods for driver training incorporating all
aspects related to driver, vehicle and environment which have relevance to
situations in our cities.
- Increase public awareness regarding road safety through various public
communication tools such as public information in the media, road side
information, road safety events, educational campaigns (driver education,
traffic schools for children) etc.
iv. Enforcing safer road user behavior
- It is imperative to have a strong, fair and targeted enforcement which is
critical to the safe and efficient use of urban road systems. Some of the areas
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of concern are wearing of safety belts and helmets, over speeding,

overloading, drunk driving and use of mobile phones while driving.
- The development of speed management strategy is a common strand of road
safety policy in cities with high motorization rates.
- Local police authorities should adopt a road safety policy and the operational
objectives should be coordinated with local/urban road safety plans.
- Transport Departments should support the police in the introduction of
technological aids for traffic law enforcement.
v. Promoting use of safer vehicles
- There is a need to adopt inspection and maintenance and road worthiness
regulations in our cities.
- A comprehensive inspection, maintenance and road worthiness system
requires close cooperation between vehicle road worthiness inspection
teams, trained vehicle mechanics and workshops and traffic police.
- It is important to limit overloading of vehicles which is critical both from road
safety perspective and to protect city’s investment in its road infrastructure.
vi. Providing assistance to road crash victims
- The health consequences of road accidents can be influenced by preventive
actions before the accidents (active safety), during the cash (passive safety)
and after the crash (rescue, treatment and rehabilitation)
- An effective first aid at the accident site and appropriate handling of injured
people are important.
- There is a need to set up a centralized accident trauma system (CATS), on
the pattern of Delhi, in other cities of the country comprising well equipped
ambulances to provide immediate relief to crash victims and shift them to the
nearest identified hospital in coordination with the hospital staff.
- Local authorities in cooperation with hospital authorities need to take
initiatives in providing first aid training both for staff and general public
vii. Sound financing of road safety policies
- At the city level some of the important sources include traffic fines, private
sponsorship, local budgets complemented by national public funding.
- In case of public funding the financial provision specifically allocated to road
safety should be integrated into the urban transport or roads budget. In
addition, the local authorities should maximize funding contributions from
beneficiaries namely road users through levies on motor insurance, local
sales tax on fuel etc.
- Other sources could be private companies, large commercial banks, trading
and oil companies who may be willing to support road safety activities as part
of their social obligations.
- For community-based programs such as education, information materials etc.
sponsorship from local vehicle companies, insurance companies, transport
operators etc. could be tapped to support such activities.
viii. Coordinating road safety policies
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- Road safety involves multiple organizations which do not usually have road
safety as their primary objective.
- Urban local bodies should ensure coordination amongst various disciplines,
institutions and organizations involved.
- A strong link between the police authorities and the local agencies related to
road traffic management and road building and maintenance needs to be
established to exchange information about crash sites and characteristics.
- Local administration should keep up a continuous dialogue with local
politicians to raise their awareness of the issue.
- Volunteer road safety organization needs to be involved at local level. All
stakeholders need to be involved in design of road safety plans for the city.
Figure 13-1 Multisectoral Involvement in Road Traffic Crash

It is recommended that a complete co-ordination of all these stakeholders/sectors is needed for
the rescue, transportation, trauma care and relief, investigation and compilation of data to
achieve total road safety in the interest of road users (Figure 13-1).
To sum up-
• There is a need for proper recording, collection and handling of data on accidents
which would not only help in creating data base for policy planning but also help in
assessing contributing factors for collisions.
• There is a need to carry our road safety audit for urban roads within Gurugram aimed
at formal examination of the planning, design and construction of a road project,
characteristics and operations of an existing road and to identify potentially unsafe
feature or operational arrangement that may adversely affect the safety of road user.
• Need for improved legislations, training and education, and better transport
infrastructure meeting cyclists and pedestrians needs besides special needs user
groups.
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• Good governance tools, such as efficient management structures and procedures,

and a knowledge-based approach are required to accomplish a successful local road
safety policy
• Dealing road safety issue in an integrated way through co-operation and effective
partnerships between all stakeholders, policy planners and decision makers.
• There is a need to set up City Road Safety Council Gurugram in comprising of
members both from government and non- governmental agencies and associations
and institutions. In order to carry out functions of CRSC there is a need to create
Road Safety Cells attached with the Roads Wing of Municipal Corporation.
13.2.2 Parking Policy
Background
Gurugram has emerged as a prominent industrial, IT, BPO and commercial hub. Multinational
companies, large business houses, foreign investors, Non-Resident Indians (NRI) are
continuing to invest in Gurugram. Rapid urbanization, population growth, growing economy and
emerging employment opportunities in the region have placed an enormous demand for quality
in transport infrastructure due to ingress of traffic into the city. In the absence of efficient public
transport facilities, there is a very high dependency on private modes of transport in the city.
Land being very scarce, the demand for parking infrastructure to meet the demand of increasing
number of private vehicles can be catered only up to a certain limit. Additionally, providing more
parking spaces may not necessarily address the issue of illegal or unauthorised parking and any
such unplanned intervention would rather create an insatiable and unreasonable demand for
parking spaces, thus taking up valuable land in highly populated residential areas and business
hubs.
Figure 13-2 On-street and Off-Street parking in Gurugram
Adding to this, Gurugram also faces the problem of illegal parking. With limited parking space,
people tend to find the next best alternative to park their vehicles. The problem is even more
acute around metro stations, hospitals, markets and office areas.
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Figure 13-1 Illegal Parking in Gurugram
The city needs a long-term plan to keep a check on both demand and supply and strike an
optimum balance between the two sides, instead of merely creating more and more spaces for
parking. The present attempt is to formulate a parking policy as a solution to the ever-increasing
parking problem in Gurugram.
Rationalization of Parking Charges

Parking is relatively very cheap in Gurugram. Parking in public spaces in Gurugram is permitted
– almost for ‘free’. This is undemocratic since one section of the society is subsidized to occupy
public land for a private use, while degrading the public spaces and pedestrian walkways. The
cost of providing parking is passed on to all tax payees and users of the development for which
parking is required regardless of their transportation choice.
• A typical vehicle stays parked 95% of the time. A 2006 study by the Central Road
Research Institute in New Delhi estimate that of the 8,760 hours in a year, an
average car’s steering time is only 400 hours. This means it is driven for only about
an hour a day. In Gurugram this may be about 1.5 to 2 hours a day.
• Each car needs/occupies an average of three different parking locations in the city
every day. The land required to park a car is approx. 23 sqm., which includes the
space occupied by the vehicle as well as the minimum space needed to move it into
and out of the space. This is called equivalent car space, or ECS. Therefore, each
car effectively consumes 69 sqm. of land every day, most of which is public land. On
the other hand, a very poor family (EWS) gets a plot or apartment of 25 sqm area. In
other words, more public land per day is allotted for parking of cars than for the
housing of poor.
• On-street parking is not free in major Central Business Districts. Still, there is chaos
on roads. This is because supply is fixed, but demand rises and falls during the day.
So should the price of parking. The appropriate price is that at which there will be
one or two open spaces in every parking lot or about an 85% occupancy rate, so
there is no glut of parked cars. This is called Goldilocks Principle of parking prices –
neither too low nor too high.
• Restructuring of parking charges for on-street parking vs multi-level parking should
be carefully done.
• The Provision of parking for personal motorized vehicles cannot be considered as a
matter of public good. Individual user of personal vehicle should pay for the use of
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the space for parking. Parking facilities underground, surface and multilevel parking
are provided at an enormous cost.
• If the public agencies responsible for funding these structures or providing land as
part of their share in a public-private partnership, this will amount to subsidy for the
rich car users. This is against the principle of equity. Therefore, the ‘user pays’
principle should govern the pricing of parking.
• Rationalization of parking rates are required across the board for all kinds of parking
– surface parking, underground parking and multilevel parking, to reduce distortions
and ensure full utilization. The surface parking is seen as the cheapest form of
parking as the opportunity cost of the land is not reflected in the parking rates.
• The civic bodies should use a wide variety of tools for dynamic pricing of parking.
They can use time variable rates as under –
a) Higher rates during peak hour,
b) Progressive increase in rates per hour,
c) Differentiation in parking fees can be done according to zone,
d) Peak hour demand,
e) Rates for weekdays and weekends, etc.
• Based on these principles, GMC and GMDA should rationalize the pricing charges
for all types of parking facilities – surface, underground, and multilevel. Raising the
parking charges in general faces stiff public resistance. One of the innovative
solutions for overcoming local resistance to new or increasing parking charges could
be to create special benefit area where the parking revenue or part thereof is
returned to the neighbourhood in the form of enhanced public services and improved
streetscapes/footpaths.
• Higher rates should be levied for areas/roads abutting or adjacent to major
commercial complexes with a view to incentivize legal/multi-level parking lots and
disincentivize surface parking which would effectively de-congest such areas.
Parking Space for Visitors

Commercial streets have the greatest competition for kerb space, with delivery and service
vehicles competing with shoppers, store employees and residents for parking spots. Premium
parking space is generally occupied by vehicles of shop keepers and their employees who are
the first to arrive in the morning. This reduces adequate Parking supply for shoppers who often
visit for a short period.
At least 75% of the total parking space/ slots capacity should be kept for short term parking,
primarily for shoppers/ visitors and not for long term parking by shopkeepers or office goers.
Incentivization of Short-term Parking: Typically, the on-street parking may be priced at three
times that of off-street. On-street parking may be priced for every half hour slots, increasing
exponentially as per the formula (2x+10), where x is the charge for the previous hour, up to a
maximum of three hours. Heavy penalties may be levied beyond 3 hours to discourage long
term users like shopkeepers and office employees using on-street parking. Penalty for first one
hour beyond the two-hour slot could be an additional Rs.100 and beyond that a high fine may
be considered.
Parking Charges on Commercial Streets & Lanes: In Commercial and Retail streets, parking
controls should be consistent with the viability and efficient operation of local business. Parking
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controls in and around mixed use or retail facilities should encourage turnover that is consistent
with the local business mix and expected duration of stay by customers.
Two-hour parking controls are the preferred parking control in commercial and mixed‐use
streets, because they allow reasonable access for short visits. However, it may be appropriate
that the local bodies may adopt different parking controls in response to local conditions.
Condition of Parking Space for Commercial Permits
Overnight Parking of Commercial Vehicles: Registration of commercial vehicles in usually
allowed without ensuring availability of commensurate space for parking and they end up getting
parked randomly in the public space.
Multi-level Car Parking

Construction of multi-level car parking facilities should be considered to cater to high parking
demand. The footprint of the structure is lesser than the space that would be required for
surface parking of the vehicles that can be accommodated in it. However, there should not be
public funding for construction of multi-level parking lots. Such complexes could come up
through public-private partnerships in order to limit the impact on the public exchequer.
Figure 13-3 Multi-level Car Parking
Policy for augmentation of Infrastructure with Multi-level Parking

The city needs to build multilevel parking facilities but the enabling policy for this infrastructure
requires the following –
• Increase in parking tariffs across the city, to make these facilities viable;
• Stringent enforcement against unauthorized parking so that there is usage of paid
parking;
• Careful evaluation of technologies for this infrastructure to ensure that the
operational costs are reasonable and there is no inconvenience in usage.
Reliability of operation and speed of retrieval is a sine qua non for successful
operations.
As a policy, all multilevel parking projects should have the following conditions:
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• 500 m (5-minute walking) zone around the multi-level facility should be designated
a strict ‘no-parking’ zone for all streets. Road space within this zone should be
reclaimed for IPT/NMT parking, pedestrians, vendors & public transport users.
• In case some essential on-street parking has to be provided within the 500 m zone,
it should be priced exponentially (preferentially double of surface parking price) so
that the multi-level facility has more demand, thus making it viable for the parking
provider, even without provision of commercial FAR.
• The current provision of multilevel parking with 25% commercial component needs
to be reviewed and revised. The commercial component is creating a perverse
incentive to not check the cost of the parking facility infrastructure for reduced
operational cost; it is adding to the numbers of vehicles that need parking and
creating conditions in which there is scope for misuse of these facilities.
The rates for parking must be revised to make multilevel parking viable and must be differential
for surface and multi-level parking. The rates for parking must be revised so that these projects
become viable. This will also require revision of rates – at higher levels – for surface parking –
so that there is an incentive to use these facilities. But most importantly, multi-level facilities,
built at huge cost will not work, unless there is effective enforcement on ground, which is based
on a standard continuous protocol to effectively deter illegal parking.
Notification of Commercial Streets
No Street should be declared as a commercial street unless proper parking arrangements are
provided on such streets. On -street parking should be allowed only on designated roads
against parking charges wherever there is adequate road width on the recommendation of a
panel comprising of Traffic Police and other experts.
Change in Parking Norms for Government Buildings
The parking norms in the city need to be reconsidered. A government school is required to keep
as much parking area as prescribed for a private school whereas negligible students use cars to
reach school in the case of the former. Similarly, the parking norms for Government Hospitals
and private Hospitals are the same whereas only a few patients visiting Government Hospitals
use cars to reach the Hospital thereby resulting in wastage of public space.
Construction of Parking Lots on Vacant Plots
The GMDA may consider formulating a policy for allowing parking lots on plots which are still
lying vacant in developed colonies. Either of the GMDA or Land-Owning Agencies may
themselves construct the parking lots or alternatively, permission may be considered for
development and management of vacant plots for use as parking lots against parking charges.
It is expected that several residents living in congested areas would prefer to avail services of
neighborhood parking lots.
Parking Policy in Residential Streets and Lanes

Parking and the User Pays Principle
• In recognition of the limited parking availability, parking spaces in residential streets
need to be prioritized for residents and their visitors.
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• Parking controls in residential areas should balance the long‐stay parking needs of
all households to use street space for accommodating visitors, etc.
• Only night parking may be allowed on public streets in residential areas that too
against parking charges to be decided by local bodies.
• A household may be allowed to park not more than two/three cars on a public street
during night-time, after payment of parking charges. In case of more than two/three
cars, higher parking charges may be levied for night parking also as per prescribed
policy. The charges for daytime parking on residential Public Streets should be
higher.
• The local bodies can consider norms for permission of parking of private vehicles on
residential street based on the size of the plot. For example, up to 50 yards, one
vehicle may be permissible on normal parking charges, for plot area up to 100-200
yards, two-three vehicles respectively may be considered.
• Beyond a specific number, depending on plot size there should be additional charges
for parking on the residential streets for equitable distribution on public spaces.
Use of space nearby Residential areas and use of Shuttle service
• There are number of areas in which are too congested to allow night/day parking on
the residential streets. Considering the ground reality that most of the residents are
in possession of motor cars, the local bodies may consider developing open areas
near the colonies as parking lots against payment basis. Even if the parking lots are
slightly far away, the residents may use the services of regular shuttle services as a
part of parking facility. This may take care of the acute parking problem in most of
the urbanized villages where the residents are using community parks, government
land etc. for parking of their vehicles.
• The management of parking in residential areas must be outsourced and preferably
bigger companies/corporations should be involved for better management of parking
lots instead of local contractors.
• In case of enforcement of parking policy in residential areas, the services of local
police in supplementing the efforts of GMC will be obtained.
• Parking on footpaths to be strictly prohibited and may be made cognizable offence.
Parking for Community and Recreational Facilities

• Parking controls adjacent to community, recreational, social and cultural facilities,
including Park land, should allow for turnover that is consistent with their desired use.
• Regional parks and sporting facilities should have a minimum parking restriction on
both weekdays and weekends. This allows for access for those enjoying organized
sports, picnics and casual recreation.
• Parking controls adjacent to community, sporting and cultural facilities should
generally not exempt even residents during operating hours. This ensures all‐day
parking does not obstruct short‐term access by a broad cross‐section of the
community.
• Some community or recreational facilities, including parks, have small street
frontages. In these circumstances, if period parking controls are used, they should be
consistent with surrounding streets to minimize the potential for inadvertent non‐
compliance.
• Time restrictions near cultural facilities should be reviewed on a case‐by‐case basis
to balance the needs of patrons and the local community.
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Parking Policy for Railway Stations/Metro/Bus Terminals

• Development of park and ride facilities at Metro stations and at Bus Terminals should
be encouraged. High quality shuttle services should be started and should be
popularized.
• The possibility of financing these services from parking charges may be explored.
• Shuttle services allow longer distances between parking facilities and destinations;
hence it should be encouraged.
Parking Plan for other modes

Lane widths and street space should be rationalized to create designated parking zones that will
accommodate cycle stands, para transit stands, parking for police & emergency vehicles, etc.
Policy on Enforcement
• Successful implementation of any parking policy hinges upon efficient on-street
parking management. Global literature suggests that it is possible to optimally
regulate on-street parking.
• Effective enforcement is crucial to on-street parking management. Most of the
success stories in Asian cities involve shifting this responsibility away from the police
to local authorities or to contractors.
Enforcement on illegal parking on public streets
Public streets are designed for smooth traffic and most of the roads are wide enough to
accommodate the present traffic. However, many of the vehicle owners park their vehicles on
public streets thereby causing obstruction to the free flow of traffic. The wide roads get
constricted on this count thereby adversely affecting the flow of traffic.
• The major arterial roads should be treated as “No Parking Roads”.
• Roads shall be identified by Committee of Officers of Transport, Traffic Police, GMC,
PWD and GMDA for inclusion in “No Parking Roads”
Delegation of Enforcement Powers to other agencies
In order to achieve the desired results, all stake holders will have to act in concert to deal with
this problem. The problem is widespread, therefore, in addition to Traffic Police the enforcement
powers for challaning and to realize fine under M.V. Act, 1988 will be delegated to officers of the
Local Bodies and PWD under the provisions of M.V. Act,1988. It is recommended that GMC
should create a dedicated Enforcement Cell to regulate parking in their area by exercising these
powers.
Use of Technology
• Majority of traffic Challans are still being done manually and sub-optional use of
CCTV Cameras is the norm at present. In case of challaning/towing of one illegally
parked vehicle, the other vehicle owners immediately flee from the spot. So, instead
of manually challaning, a recording / photography of illegally parked vehicles should
be done through Camera / Video Camera and challans should be sent at the address
of the violators.
• By this method, more illegally parked vehicles can be identified and challaned instead
of one or two vehicles at a time. It will prove to be a deterrent as well.
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• An App should be developed on which the public can send information of illegally
parked vehicles/junked vehicles to concerned authorities for better enforcement.
Others
Many residents keep junk vehicles parked on public streets thereby occupying valuable space.
Heavy parking charges should be prescribed to discourage such misuse of prime space.
Incremental Increase in Road Tax
• In order to discourage ownership of multiple cars by one individual, incremental
increase in Road Tax will be considered. As of now, the law does not prescribe any
limit for purchase of motor vehicles in the name of any person.
• The contemporary view considers car as a necessity for work, or to ferry an elderly
parent or a child to school. It suggests that fairness lies in keeping car ownership
accessible to all. Till the ownership is limited to requirement, it may remain a
necessity, but the ownership of multiple cars is broadly a luxury which needs to be
discouraged and the next step for that purpose is to tax progressively upwards, the
second, third and fourth car.
• A policy is needed to be prepared to disincentivize purchase of multiple cars in the
name of an individual/family and if they do so, an incremental increase in road tax
shall be proposed. For this, necessary amendment is required in the act.
13.3 Regulations
13.3.1 Changes for TDM measures
overall planning. TDM is a wide range of policies, programs, services and products that
influence why, when, where and how people travel to make more sustainable. TDM has four
main components that people an integrated approach to transport demand management.
Travel incentives and disincentives: Measures often individuals a tangible benefit or dis-benefit
related to the use of one or more travel modes such as congestion pricing, parking fee and
transit tariff.
Sustainable travel options complement TDM by strengthening the supply of sustainable travel
options (e.g. walking, cycling and public transit). They can make travel by those modes faster
and more comfortable, secure and enjoyable.
Supportive land use practices need to be promoted which minimizes need to travel.
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13.3.2 Traffic Safety Regulations

The CMP should consider both the safety of passengers, vehicles and infrastructure facilities.
The Traffic police/ Traffic Engineering cell should identify the reasons for the accidents and
mitigation measures through a special questionnaire design so that preventive measures could
be taken.
• Driving license for the beginner should be through a theory and practical test through an
independent agency;
• Ban/Cancellation of Driving license for a certain time;
• Certificate of fitness test for old vehicles;
• Provision of Traffic Signs as per IRC;
• Seat belts for cars to be made mandatory to avoid causalities;
• Helmet for two-wheelers mandatory and enforced;
• Traffic calming measures on all important roads;
13.3.3 Parking Regulations

The rapid growth of vehicular population in Gurugram has resulted in disorderly parking of
vehicles. The National Urban Transport Policy suggests the need for a rational policy for parking
for cities.
13.3.4 Parking Norms

Parking near notified or declared areas is as follows:-
• Scientific determination of parking space requirement (Parking Standards) for each type
of vehicles and determination of space requirements for maneuvering at entry, exit and
pathways.
• Engineering standards and codes for various parking facilities needs to be revised and
standardized. Public parking should not be clubbed with other uses such as Commercial,
etc for sake of viability/ feasibility of the project and parking areas should be developed
on PPP format. The decision making may be on case to case basis.
• Provisions made in the National Buildings Code (NBC) to be adopted for the design of
multilevel conventional and automated car parks.
• “Fast track” of the provision of parking infrastructure for private buses, commercial
vehicles.
• Special privileges for the physically challenged persons in the matter of parking their
vehicles to be provided by earmarking slots in the parking areas for them.
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13.3.5 Parking Demand Management

• Levying differential parking fee (Dynamical Parking Charges) as per locations and
peak/off peak time.
• Based on the availability of parking lots and time of the day the parking price varies
• Provision of separate enclosures within the parking area for vehicles requiring parking
space for short duration lasting few minutes and for those requiring parking space for
considerable time.
o Building of boundary walls and other permanent structures for the parking space
to insulate the parking space from regular traffic and unauthorized parking
movements.
o Segregation of parking spaces for two wheelers and other vehicles in order to
avoid congestion and minimize sub-optimal use of space due to overlapping.
13.3.6 Parking Supply Rationalization

• Technology solutions and preferred development options (such as MLCP) for various
facilities to be adopted after consultation with various players – Police, Fire, Developers,
Planners, etc.
• Integrate the land use and transportation at planning and implementation levels to carve
out spaces for parking.
• Insist on optimal Parking infrastructure and encouraging management in the new
developments.
13.3.7 Parking Finance

Policy should come out with suggestions for differential parking fee w.r.t. time, place, days and
duration in the city.
• Parking charges and fee so collected to be considered as “Disincentives” and not as
“Earnings”. However, the amount realized through parking fee should be ploughed back
for creating the infrastructure for parking, devising methods and strategies for parking
management.
• Finance and incentives should be made available for creation of parking infrastructure
for land-based multi-story, Basements or Bus, truck terminals.
• Effectively discourage vehicular registration through substantially enhanced registration
fees (taxes) and also by mandating the rule of one car per household.
• Encourage the sharing of facilities and Introduction of transfer of development rights, tax,
subsidies, capital subsidy, if needed
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• Levy of user fees or impact fee for the parking on roads/ public spaces to ultimately free
the road space from parking. The fee structure shall follow a cumulative fee model
based on the duration of parking rather than providing a telescopic tariff scale.
• Differential pricing to be adopted in accordance with the zones of the city.
• Introduction of congestion tax in select high density and Inner ring road (zones) of the
city. Rationalization of the fee in accordance with the land use and price to be followed.
• For violations and deviations such as non-provision of parking in the buildings as per
requirement of regulations, the provisions under Act to be made more stringent to enable
the authorities to collect the taxes at double the rate till such time the structure fully
meets the requirement of the regulations. The fee so collected to be credited to a
separate head of account.
13.3.8 Parking Fees

The most important component of the Parking Policy is levy of parking fees, for on-street and
off-street parking within major activity areas and over the entire city in course of time. Parking
pricing is the most effective strategy in rationalizing parking demand in all its dimension,
accumulation, modes and duration of time period and generation of resources.
Presently there are no parking charges in most of the locations with heavy parking demand,
which encourages the use of private vehicles even more.
Two types of parking charges can be introduced.
• Normal priced parking: parking at a nominal fee (Table 13-1)
• Premium Parking: parking provided with a fee four times higher than normal priced
parking (Table 13-2)
The following parking charges are suggested:
Table 13-1 Fares of Normal Priced Parking
Normal Priced Parking: Fare in Rs.

Location Mode 0 to 2 2 to 4 For every next
Hours Hours hour
Two-Wheeler 5 10 5
Car 10 20 10
Parking locations
Mini LCV 20 30 20
LCV 50 75 50
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Table 13-2 Fares of Premium Priced Parking
Premium Priced Parking: Fare in Rs.

Location Mode 0 to 2 2 to 8 Greater than 8
Hours Hours hours till 24 Hours
Two-Wheeler 20 40 20
Car 40 80 40
Parking locations
Mini LCV 80 120 80
LCV 200 300 200
Suitable parking for the off-street parking facilities needs to be formulated based on costs of
development, operation, maintenance and management.
13.4 Institutional Measure

13.4.1 Existing Institutional Setup at Centre
Under Constitution of India, responsibility for urban development, and therefore, urban
transport, rests with the respective state/union territory government and as per the revised
policy of MoUD, the Urban Transport is to be included under the Urban Development
Department of the Government. The Central government also plays an important role in many
respects. The main legislation that regulates road transport, namely the Motor Vehicles Act, is
administered by the Central Government, whose other responsibilities include production and
quality specification of petroleum fuels, railways, etc. The Central Government also supports
investments in mass transit infrastructure.
Ministry of Road Transport and highway an apex organization under Central Government, in
consultation with Central Ministries/Government and State Government/UT Administration is
entrusted with the task of formulating and administrating policies for Road Transport, National
Highways and transport research with a view to increase the mobility and efficiency of the road
transport system. The National highway sector is primarily responsible for planning,
development and maintenance of National highways in the country. It also extends technical
and financial support to State Governments for development of state roads and the roads of
inner-state connectivity and economic importance.
13.4.2 Existing Institutional Setup in Gurugram
Transport Department
The Transport Department is primarily responsible for Motor Vehicle legislation, administration
of the motor vehicles, administration of Road Transport Corporation act 1950 and promotion of
transport co-operatives (Figure 13-5).
The Transport Department is involved in regulating transport in Gurugram, with functions limited
to licensing of vehicles, taxation and registration of vehicles.
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Figure 13-4 Organization Chart of Transport Department
Urban Development
The Urban Local bodies, Government of Haryana is committed to oversee and facilitate planned
development of various cities, towns and smaller urban settlements in the state. The department
exercises administrative control over the following Urban Local Bodies (ULBs) and development
authorities in the state (Figure 13-6).
Gurugram Municipal Corporation and Gurugram Metropolitan Development Authority (GMDA)
falls under the administrative control of this department.
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Figure 13-5 Organization Chart of Urban Development
The Gurugram Metropolitan Development Authority (GMDA) is primarily responsible for the
urban management to the local bodies (Figure 13-7).
The main functions of the GMDA are as follows
• Construction of the Roads & Drains.
• Supply of water
• Provision of sanitation facilities.
• Provisions of urban amenities such as parks, tempo stands, bus stands, playgrounds
etc.
Gurugram Metropolitan Development Authority is under the administrative control of the Urban
Development Authority and it has an elected chairman who is the head of the department, the
vice-chairman is an IAS.
Its main functions are as below:
• Preparation of Master Plans / Development Plans and Action Plans for cities / Towns in
the Gurugram Urban Complex.
• Acquisition and Development of Government land for projects
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• Design, Construct, Operate and Maintain Market Complexes, Bus stands, Night
Shelters, etc.
• Approvals for Building Plans
• Change in Land use & Extension of change in land use
Figure 13-6 Organization Chart of GMDA
13.4.3 SWOT Analysis of Institutional Setups

The analysis of Strengths, Weaknesses, Opportunities and Threats (SWOT) of the various
departments has been carried out and shown in Figure 13-8.
310
Strengths Weaknesses
•Increase in usage of •There is no exclusive cell
Public Transport and Non to overlook sustainable
Motorised Transport in urban transport projects.
city. •Often a shortage of funds
for infrastructure
development is faced.
Opportunities Threats
•Financial assistance from •Lack of technical
MoUD can be availed. expertise and manpower
•Necessary funds can be may hamper
raised through Transport management of projects.
Fund •Due to lack of funds,
•Integrated transportation there may be delays in
system execution.
Figure 13-7 SWOT analysis of Institutional Setup in Gurugram
13.5 Proposed Institutional measures in Gurugram

13.5.1 New Measures
Formation of Special Purpose Vehicle

A special purpose vehicle (SPV) is a legal entity created to fulfil specific objectives. In
Gurugram, SPV may be formed for the following-
• IPT Regulations
• Parking Regulations
• Private Bus operations
• Last Mile connectivity operations
The major stakeholder for this SPV can be the Transport Department and Ministry of Transport.
The other stakeholders can be Gurugram Municipal Corporation (GMC) and Gurugram
Metropolitan Development Authority (GMDA)
Setting up of Unified Metropolitan Transport Authority (UMTA)

With a view to coordinate all urban transport activities in the cities, it is recommended that
UMTA be set up for Gurugram that acts as a planning and decision-making body for all matters
related to urban transport in both the cities.
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It is recommended that the city level UMTA be set up on an executive order for the ease of
formation; however, it must be given a legal backing so that its functioning falls under an act and
commands greater authority.
Broad Functions
The following functions are proposed to fall under the purview of the city level UMTA:
• To serve as a single agency which will facilitate, coordinate, control and monitor the
activities of various public and private partners that are an integral part of Public
Transport System planning and Non-Motorized transport planning, implementation and
operations.
• To serve as a centric regulatory agency, this will oversee the entire life cycle of Public
Transport System operations.
• To allocate routes amongst different operators
• To procure public bus services for different routes through contracting, concessioning
etc.
• To ensure compliance of terms and conditions of license
• To recommend revocation of license for non-compliance of terms and conditions of the
license
• To carry out surveys and manage a database for scientific planning of public transport
requirements.
• To co-ordinate fare integration among different operators of public transport and
determine the basis for sharing of revenues earned from common tickets or passes
• To operate a scheme of passes for the users of public transport and channelize
subsidies to operators for any concessions that are offered in accordance with
government policy
• To regulate the arrangement amongst operators for the sharing of their revenue derived
from the use of passes
• To promote efficiency in public transport operation
• To protect the interest of the consumers
• To settle disputes between different public transport operators and between operators
and infrastructure providers
• To levy fees and other charges at such rates and in respect of such services as may be
determined by regulations
Financial Matters
UMTA shall be empowered to undertake the following tasks-
• Receive all funds for providing urban transport services and infrastructure and allocating
them to various city agencies to implement/operate all as per a phased plan and
prioritization of projects
• Raise capital; acquire, hold and develop land; utilize the space on its land for
commercial purpose; lease the properties developed by it; carry out all incidental and
ancillary activities
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• Fix its fare tariff and revise it from time to time

• Receive loans and grants by Central/State Government, maintain the necessary reserve
funds and publish its accounts that will be audited by the appropriate authority
• Determine liability of the Authority in cases of death and injury to passengers, and the
procedure of determination of compensation
• Impose penalties for offences and irregularities concerning travel without proper ticket,
drunkenness, smoking, making nuisance, obstructing urban transport services,
attempting to cause hurt to the travelling public, endangering their safety, carrying of
dangerous and offensive goods and destroying properties of the Authority
• Setting up co-ordination committee
Proposed Composition of UMTA

The official who shall hold various positions in UMTA at state and city level have been tabulated
in Table 13-3 and Table 13-4 respectively.
Table 13-3 Proposed composition of UMTA at State Level
Person Role in UMTA

State-Level
Chief Secretary, Chairman
Principal Secretary, Finance Member
Principal Secretary, Transport Member - Convener
Principal Secretary, Housing and Environment Member
Secretary, Industries Member
Director, TCPO Member
Inspector General of Police (IGP) / DGP Member
MD, HSRTC Member
DRM, Railways Member
Two experts in the field of Transport Planning nominated by
Members
the Government
Table 13-4 Proposed composition of UMTA at City Level
Person Role in UMTA
Secretary, Transport Chairman
Transport Commissioner Member - Convener
Chief Town Planner – GMDA Member
Member Secretary, HUDA Member
Inspector General of Police Member
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Person Role in UMTA
Director, Department of Science, Technology And

Member
Environment
CEO, GMCBL Member
Chief Engineer, PWD Member
Executive Engineer/ DRM, Railways Member
Two experts in Transport Planning / Urban planning

Member
nominated by the Government
Apart from the above, a Technical Committee comprising of following technical personnel
should be formed under UMTA:
• 1 Transport Planner with 10-15 years of relevant experience
• 1 Urban Planner with 10-15 years of relevant experience
• 1 Urban Designer with 10-15 years of relevant experience
13.5.2 Setting up of Road Safety Cell

A road safety cell required to be set-up to implement and reach the targets proposed in
Gurugram road safety policy. The agencies involved and their responsibility in implementation of
Gurugram road safety policy shall be:-
Transport Department: the role and responsibility with the TD are as follows:-
• Control of road Safety Fund and co-ordination with state finance department
• Training for Road Safety – Human resource Development, Capacity development
through imparting training for staff of different stakeholders
• Strict Enforcement of rules and regulations prescribed in Central Motor Vehicle Rules,
1989
• Installation of Speed Management Measures, setting up of ITS facilities throughout the
Gurugram region and control center for operation of ITS
• Audit of Driving Schools and fitness test of Vehicles and auditing of Vehicle Inspection
centres
• Compulsory installation of GPS on IPTs, Commercial Vehicles, Public Transport buses
and taxis
Traffic Police: the role and responsibility with the Traffic Police are as follows:-
• Accident recording and Black Spot identification, Management of databases
• Accident investigation and research on road safety issues
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• Enforcing use of road safety devices such as helmet, seat belts in cars and commercial
vehicles
• Penalise use of mobile phones during driving, drunken driving, dangerously parked
vehicles on highways and overloaded vehicles on highways and other roads
• Safety awareness campaigns
PWD / PWD-NH / Other Organizations involved in road development: the role and
responsibility with the PWD are as follows:-
• Road design standards as per IRC – Inspection and verification of road safety features
of all roads
• Improve road markings and signage’s, improve lighting, improvement of junctions and
eliminate high risk stretches – black spots
• Road Safety Audit of road designs
• Removal of dangerous roadside objects
Gurugram Metropolitan Development Authority: provision of following components on the

roads:-
• Speed calming measures
• Improvement of junctions
• Improving lighting
• Footpath and cycle tracks
• Truck terminal, truck lay by lanes
Department of Health: the role and responsibility with the PWD are as follows:-
• Setting up of incident management Centre’s, crash rescue vehicles, ambulances and
equipment
• Up-gradation of trauma Centre’s, first aid provisions, training on first aid to all
stakeholders
13.5.3 Strengthening existing organizational structure

It is proposed to strengthen the existing organizational structure for few of the key organization
viz., Transport Department, Gurugram Police Department, and Gurugram Metropolitan
Development Authority. The details for the same are as explained below.
Transport Department
The present organizational structure of Transport department consists of various divisions viz.,
Enforcement officer, Motor Vehicle Inspector Etc. Due to nomination of transport department as
nodal agency for implementing urban transport projects, a separate cell for CMP projects and
road safety is required to monitor CMP project implementation. Also, due to space availability, a
control centre is proposed in Transport Department for which the monitoring staff shall be
provided by the department and operated by Traffic Police department. Thus in the proposed
structure, a new CMP Cell and Road Safety Cell under the Transport Planner consisting of
junior Transport Planner, road Safety Expert and a Traffic Engineer is proposed and monitoring
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staff for the control centre is proposed who shall be under the direct supervision of Transport
Commissioner. The same is shown in the Figure 13-9 below.
Figure 13-8 Proposed Organizational structure for Transport Department
Gurugram Police Department

It is proposed to create a new traffic management cell under SP traffic segment of the
Gurugram Police. The cell comprises of Control Centre Staff for operation of Control Centre,
Operate and Maintain the Intelligent Transport Systems (ITS) with Traffic and ITS experts and a
Traffic Enforcement Cell within. The same is pictorially shown in the Figure 13-10.
316
Figure 13-9 Proposed Organizational structure for Police Department
Capacity Building
Report of the Working Group on capacity building for urban development management for the
formulation of the Twelfth Five Year Plan (2012-17) emphasizes the need for capacity building
to strengthen skills and transfer of knowledge. The quote from the report for the capacity
building is reiterated below:
‘Capacity Building for better cities is the effort to strengthen and improve the abilities of
personnel and organizations to be able to perform their tasks in a more effective, efficient and
sustainable manner. It needs to be appreciated that capacity building is a long term and ongoing
effort which needs to be institutionalized in the planning and implementation process starting
from the ULB to state to the central level programs. Capacity Building needs to be a continuous
and ongoing initiative whose aim is to improve and facilitate the skill sets and processes
involving human and other perceivable inputs. There is a need to calibrate and benchmark
continuously against measurable indicators over a period of time in order to make course
corrections to achieve the desired results’
The Working Group on capacity building for the Twelfth Plan believes that while formulating a
strategy, it is important to factor in the following considerations:
• Capacity Building should precede project / programme implementation so that there is
marked improvement in implementation of the projects on the ground.
317
• Capacity Building should result in measurable outcomes (results based approach)

• Capacity Building should be an integral part of urban infrastructure development.
• Creation of enabling environment for capacity building including stakeholder
consultations and communication and preparatory action.
• Capacity building should be demand responsive and based on the formal articulation of
comprehensive state strategy deriving from state level urban sector policy and
investments.
• Financing of capacity building activities should be predictable.
• Capacity building activities should focus both on human resource development
(individual capacities, norms) on the one hand and organization development (results
based performance) on the other.
• Capacity building activities should promote the use of Information Communication
• Technologies and robust information systems.
• Any capacity building effort should prioritize Innovation, Incubation and Implementation.
Innovation is required in selecting the appropriate mode of training delivery. Incubation
would imply encouragement of ideas, systems and processes towards change
management, knowledge management through the creation of networks of sector
managers for sharing of emerging trends, ideas and best practices.
• Implementation of capacity building programs needs to be customer focused and geared
towards result oriented process and project Implementation. There is a need for an
incremental approach to building capacities of cities in the next 5 years to prepare the
ground for bridging the infrastructure and governance gap over the next 20 years.
Based on above recommendations, some of the suggestions are made for study area.
Education and Training
It is necessary to select professionals with necessary qualification from various departments in

the study area and depute them for higher levels of education to reputed institutions within the
country. The education program should cover all aspects of planning, development, operation
and management of urban and regional transport system. Upgrading the skills of existing
personnel and new entrees on a regular basis would be needed through various short term
training programs.
The following programmes in Table 13-5 are suggested:
318
Table 13-5 Suggested Capacity Building Programmes

Training and Development
Department
Senior Level Junior Level
• Conferences • Training in new software
GMDA, GMCBL, MCG,
Traffic Police • Case Study Tours • Innovative Designs
• Soft Skill development. • Modern Operations
• New Technologies • Documentation and
• New Methods of information retrieval as
Financing per ISO standards
• Technological
advancement such as
ITS, Modelling.
simulation
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14 Fiscal Measures
14.1 Introduction
Resource mobilization is key to successfully implement various plans and proposals of a CMP.
Given the severe pressure on a government resources, the budgetary support for transport
projects are usually inadequate relative to the scale of an investment required. In this chapter,
mechanisms for resource mobilization for implementation, operation and maintenance of
transport services and infrastructure have been discussed.
14.2 Existing Expenditure Structure of GMDA

GMDA is receiving financial assistance in form of revenue receipts, revenue expenditure, and
capital receipts, capital expenditure, Tax Revenue, assigned revenues and compensations,
rental income from Municipal properties and fees and user charges etc. which are shown below.
➢ Revenue Receipts:
• Tax Revenue
• Assigned Revenues & Compensations
• Rental Income from Municipal properties
• Fees & User Charges
• Sales & Hire charges
➢ Revenue Expenditure:
• Establishment expenses
• Administrative expenses
• Operations and maintenance
• Interest and finance Charges
• Programme expenses
• Revenue Grants, contribution & Subsidies
➢ Capital Receipts:
• Grants, Contribution for specific purposes
• Secured Loans
• Unsecured Loans
➢ Capital Expenditure
• Fixed assets
• Capital Works in progress
• Investments – General Funds
• Investment – Other Funds
• Loans, advance and deposits with others
➢ Tax Revenue
➢ Assigned revenues & compensations
➢ Rental income from Municipal properties
➢ Fees & User Charges
➢ Sales & Hire Charges
320
➢ Revenue Grants, Contribution and Subsidies
14.3 Public Transport related Fiscal Measures

14.3.1 Fare Structure of City Buses
Following fare structure has been decided by the Gurugram Metropolitan Bus Service Limited
for Gurugram (Table 14-1).
Figure 14-1 Fare Structure of City Buses

Fare Stage (Km) Fare (in Rs.)
4 Km Rs. 5.00
4.1 - 7 Km Rs. 7.00
7.1 - 9 Km Rs. 8.00
9.1 - 12 Km Rs. 10.00
12.1 – 14 Km Rs. 12.00
14.1 - 16 Km Rs. 13.00
16.1 - 18 Km Rs. 15.00
18.1 - 20 Km Rs. 17.00
20.1 - 25 Km Rs. 22.00
25.1 – to last stop Rs. 25.00
However, this fare structure has been proposed by GMCBL and at present there are no
provisions for revision of the fares. There is a need for a policy for revision of public transport
fares wherein the charges be revised periodically, so that variation in fuel prices, depreciation of
fleet and such factors are taken into account.
14.3.2 Fare Revision Mechanism

The following section describes an approach for revision of bus fares in the study area. The
major components of bus operations are as under:
• Manpower and Overhead Cost
• Fuel (Diesel) Cost
• Maintenance Cost
o Oil & Lubricants
o Tyres & Tubes
321
o Spares & Batteries

o Reconditioning, etc.
o Taxes
Therefore, following formulae have been suggested to factor in the above heads:
Manpower & Overhead Cost Adjustment Factor
𝐶𝑃𝐾𝑀𝑠 𝑆𝐼
𝑆𝐴⁡⁡ = ( ) ⁡⁡ × ( ) × 𝐹𝑃𝐾𝑀
𝐶𝑃𝐾𝑀𝑇 100
𝑆𝐴⁡ = 𝑀𝑎𝑛𝑝𝑜𝑤𝑒𝑟⁡&⁡𝑂𝑣𝑒𝑟ℎ𝑒𝑎𝑑⁡⁡𝐶𝑜𝑠𝑡⁡𝐴𝑑𝑗𝑢𝑠𝑡𝑚𝑒𝑛𝑡⁡𝐹𝑎𝑐𝑡𝑜𝑟⁡(𝑝𝑒𝑟⁡𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟⁡𝐾𝑀⁡𝑖𝑛⁡𝑝𝑎𝑖𝑠𝑒)⁡⁡
𝐶𝑃𝐾𝑀𝑆 = 𝑀𝑎𝑛𝑝𝑜𝑤𝑒𝑟⁡𝑎𝑛𝑑⁡𝑂𝑣𝑒𝑟ℎ𝑒𝑎𝑑⁡𝐶𝑜𝑠𝑡⁡𝑃𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑖𝑛⁡𝑝𝑎𝑖𝑠𝑒⁡𝑝𝑒𝑟⁡𝑘𝑚⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛
𝐶𝑃𝐾𝑀𝑇 = 𝑇𝑜𝑡𝑎𝑙⁡𝐶𝑜𝑠𝑡⁡𝑃𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑖𝑛⁡𝑝𝑎𝑖𝑠𝑒⁡𝑝𝑒𝑟⁡𝑘𝑚⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛
𝑆𝐼 = 𝐼𝑛𝑐𝑟𝑒𝑎𝑠𝑒⁡𝑖𝑛⁡𝑀𝑎𝑛𝑝𝑜𝑤𝑒𝑟
/𝑠𝑡𝑎𝑓𝑓⁡𝑐𝑜𝑠𝑡⁡𝑑𝑢𝑒⁡𝑡𝑜⁡𝑖𝑛𝑐𝑟𝑒𝑠𝑒⁡𝑖𝑛⁡𝐷𝐴⁡𝑟𝑎𝑡𝑒𝑠⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛⁡𝑒𝑥𝑝𝑟𝑒𝑠𝑠𝑒𝑑⁡𝑖𝑛⁡𝑝𝑒𝑟𝑐𝑒𝑛𝑡𝑎𝑔𝑒
𝐹𝑃𝐾𝑀 = 𝐹𝑎𝑟𝑒⁡𝑝𝑒𝑟⁡𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟⁡𝐾𝑖𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑖𝑛⁡𝑃𝑎𝑖𝑠𝑒⁡𝑝𝑒𝑟⁡𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛
Fuel Price Adjustment Factor

𝐷𝑅
𝐷𝐴𝐹⁡⁡ = ( ) ⁡⁡ × 𝐶𝑃𝐾𝑀𝐷𝑃 ⁡ + (𝐶𝑃𝐾𝑀𝑃 − 𝐶𝑃𝐾𝑀𝐷𝑃 )⁡⁡
𝐷𝐵
𝐶𝑃𝐾𝑀𝑇
𝐶𝑃𝐾𝑀𝑃 = ( )
𝐶𝐶 × 𝐿𝐹
𝐶𝑃𝐾𝑀𝐷
𝐶𝑃𝐾𝑀𝐷𝑃 = ( )
𝐶𝐶 × 𝐿𝐹
𝐷𝐴⁡⁡ = 𝐷𝐴𝐹⁡ − ⁡ 𝐶𝑃𝐾𝑀𝑃 ⁡

𝐷𝐴⁡⁡ = 𝐷𝑖𝑒𝑠𝑒𝑙⁡𝑃𝑟𝑖𝑐𝑒⁡𝐴𝑑𝑗𝑢𝑡𝑠𝑚𝑒𝑛𝑡⁡𝐹𝑎𝑐𝑡𝑜𝑟
𝐷𝐴𝐹⁡ = 𝐷𝑖𝑒𝑠𝑒𝑙⁡𝑃𝑟𝑖𝑐𝑒⁡𝐴𝑑𝑗𝑢𝑠𝑡𝑒𝑑⁡𝐹𝑎𝑟𝑒⁡𝑝𝑒𝑟⁡𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟⁡𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟
𝐷𝑅 = 𝑅𝑒𝑣𝑖𝑠𝑒𝑑⁡𝐷𝑖𝑒𝑠𝑒𝑙⁡𝑃𝑟𝑖𝑐𝑒
𝐷𝐵 = 𝐵𝑎𝑠𝑒⁡𝐷𝑖𝑒𝑠𝑒𝑙⁡𝑃𝑟𝑖𝑐𝑒⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛
𝐶𝑃𝐾𝑀𝐷𝑃 = 𝐷𝑖𝑒𝑠𝑒𝑙⁡𝐶𝑜𝑠𝑡⁡𝑝𝑒𝑟⁡𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛
𝐶𝑃𝐾𝑀𝑃 = 𝑇𝑜𝑡𝑎𝑙⁡𝐶𝑜𝑠𝑡⁡𝑝𝑒𝑟⁡𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟
𝐶𝑃𝐾𝑀𝑇 = 𝑇𝑜𝑡𝑎𝑙⁡𝐶𝑜𝑠𝑡⁡𝑝𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟
𝐶𝑃𝐾𝑀𝐷 = 𝐷𝑖𝑒𝑠𝑒𝑙⁡𝑐𝑜𝑠𝑡⁡𝑝𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟
322
𝐶𝐶 = 𝐶𝑎𝑟𝑟𝑦𝑖𝑛𝑔⁡𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦
𝐿𝐹 = 𝐿𝑜𝑎𝑑⁡𝐹𝑎𝑐𝑡𝑜𝑟
Maintenance Cost Adjustment Factor
𝑪𝑷𝑲𝑴𝑴 𝑾𝑷𝑰𝑰
𝑴𝑨⁡⁡ = ( ) ⁡⁡ × ( ) × 𝑭𝑷𝑲𝑴
𝑪𝑷𝑲𝑴𝑻 𝟏𝟎𝟎
𝑀𝐴⁡ = 𝑀𝑎𝑖𝑛𝑡𝑒𝑛𝑎𝑛𝑐𝑒⁡𝐶𝑜𝑠𝑡⁡𝐴𝑑𝑗𝑢𝑠𝑡𝑚𝑒𝑛𝑡⁡𝐹𝑎𝑐𝑡𝑜𝑟⁡⁡
𝐶𝑃𝐾𝑀𝑀 = 𝑀𝑎𝑖𝑛𝑡𝑒𝑛𝑎𝑛𝑐𝑒⁡𝐶𝑜𝑠𝑡⁡𝑃𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑖𝑛⁡𝑝𝑎𝑖𝑠𝑒⁡𝑝𝑒𝑟⁡𝑘𝑚⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛
𝐶𝑃𝐾𝑀𝑇 = 𝑇𝑜𝑡𝑎𝑙⁡𝐶𝑜𝑠𝑡⁡𝑃𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑖𝑛⁡𝑝𝑎𝑖𝑠𝑒⁡𝑝𝑒𝑟⁡𝑘𝑚⁡𝑝𝑟𝑖𝑜𝑟⁡𝑡𝑜⁡𝑓𝑎𝑟𝑒⁡𝑟𝑒𝑣𝑖𝑠𝑖𝑜𝑛
𝑊𝑃𝐼𝐼 = 𝐶ℎ𝑎𝑛𝑔𝑒⁡𝑖𝑛⁡𝑊ℎ𝑜𝑙𝑒⁡𝑆𝑎𝑙𝑒⁡𝑃𝑟𝑖𝑐𝑒⁡𝐼𝑛𝑑𝑒𝑥⁡𝑒𝑥𝑝𝑟𝑒𝑠𝑒𝑑⁡𝑖𝑛⁡𝑝𝑒𝑟𝑐𝑒𝑛𝑡𝑎𝑔𝑒
𝐹𝑃𝐾𝑀 = 𝐹𝑎𝑟𝑒⁡𝑝𝑒𝑟⁡𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟⁡𝐾𝑖𝑜𝑚𝑒𝑡𝑒𝑟⁡𝑖𝑛⁡𝑃𝑎𝑖𝑠𝑒⁡𝑝𝑒𝑟⁡𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟
Total Fare Adjustment

𝑹𝑭𝑷𝑲𝑴 = ⁡ 𝑭𝑷𝑲𝑴 + 𝑺𝑨⁡⁡ + 𝑫𝑨⁡⁡ + ⁡ 𝑴𝑨⁡⁡
𝑅𝐹𝑃𝐾𝑀 = 𝑅𝑒𝑣𝑖𝑠𝑒𝑑⁡𝐹𝑎𝑟𝑒⁡𝑝𝑒𝑟⁡𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟⁡𝐾𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟⁡
14.3.3 Public Transport Subsidy

In order to increase the share of public transport, it is proposed to operate the bus services on a
public private partnership and Government should encourage providing alternative financing in
terms of fleet augmentation and operation of buses. Other subsidy that can be provided for
public transport operations is subsidy in fuel procurement by public transport operators.
14.3.4 Taxation of Private Vehicles

Gurugram has witnessed tremendous growth of vehicular population in the past decade which is
adding to the traffic congestion every year. The following methods may be explored to
discourage the rising dependence on personalized modes:
• Increase in taxes for private vehicles
• Cess on petrol
• Higher parking charges
• Mandatory availability of parking space at residential houses before issuing a completion
certificate
• Any other means to discourage to reduce the number of vehicles.
14.3.5 Innovative Sources of Resource Mobilization

Innovative methods, due to their ease of implementation and high usage, are helpful in funding
the imposing needs of urban infrastructure in general and transport in particular. Some of the
effective methods are described below
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14.3.6 Formation of Dedicated Urban Transport Fund (DUTF)

Huge capital investments are required in addressing issues in the urban transport sector and
building of requisite infrastructure. Be it be for constructing capital intensive mass transit
systems or segregated rights of-way for cycles and pedestrians, a substantial financial burden
would have to be borne by the government. Alternative methods of financing should be
explored, due to limited resources available with the Municipalities.
The main rationale behind a fund dedicated for urban transport is to ensure transparency and
accountability for money collected or allocated for urban transport. A stable flow of funds allows
consistent planning and efficient execution of urban transport development, maintenance and
operations. So, city specific UTF is required for Gurugram, which shall make funds available for
development of urban transport in the city. The following points illustrate the necessity of setting
up a dedicated financing mechanism in the form of UTF at the city level–
• Requirement of a dedicated fund where revenues intended for urban transport are
deposited
• Raising funds from the market and institutions
• Requirement of a revolving fund
• Requirement of a fund to provide targeted subsidies for public transport
• Providing financial strength to transport authority
• Fund mobilization in urban mobility area for financing urban transport needs
For collection of funds from the specified sources, following requisite processes shall be
followed for ensuring that all funds are collected, and the funds collected correspond to the
stipulated amounts. User charges/taxes suggested to be collected at the State level shall be
collected by the respective government departments and the proceeds shall be paid into the
State consolidated fund and a portion shall then be transferred to UTF. Allocation of funds
through the Central government schemes may directly go to UTF or be channelized through
urban local bodies or the State Government. For example, under the AMRUT scheme of the
GoI, funds are proposed to be allocated from the states to ULBs. Borrowings made by Fund
Management Division (FMD) can directly be deposited into the UTF account. The receipts from
the suggested sources of funds for UTF shall be regularly transferred to the UTF account on a
monthly basis or more frequently.
Figure 14-1 describes broadly the sources for UTF, segregated as Central-level, State-level,
local-level and other allocations.
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Figure 14-2 Collection of funds from Central, State and Local Governments
Source: SUTP Toolkit
With reference to the sources of funds, the fund flow mechanism shown in Figure 14-2 below
can be adopted for collection and disbursement of funds.
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Figure 14-3 Fund flow mechanism to and from UTF

Source: SUTP Toolkit
Table 14-1 Urban Transport Fund practice in Pimpri Chinchwad & Jaipur
State/City Pimpri Chinchwad Jaipur

• Urban Transport Fund (UTF) • Dedicated Jaipur Metro Rail Fund
Fund Name
(DJMF)
• Managed by a SPV wholly owned •
State Nodal
Pimpri – Chinchwad Municipal
Agency Corporation (PCMC)
• FY 2009-10 • 21st July 2010
Start
Date/Year
• Fund has been created to capture •
Rationale
the benefits of the BRTS projects
Behind for long term sustainability and as
a means of self-financing for the
future.
• Identified 100 m on either side of
the BRTS corridors as BRTS
influence zone which will be
densified as per Ministry of Urban
Development’s policy of corridor
densification.
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State/City Pimpri Chinchwad Jaipur

• Approved grant of higher FSI on all
BRTS corridors.
• To service the debt obligations

Objectives
• To fund the viability gap funding
of the fund • To meet the gap resulting in
operating losses
• To provide equity/debt for Jaipur
Metro Rail
• 25% of the total revenue accrued
Sources of Financed through resources
to RTIDF from Green Tax/
Funding generated from capturing value from Surcharge on taxes on registration
beneficiaries in project influence zone. of vehicles will accrue to proposed
(A zone of 100m on either side of the Dedicated Jaipur Metro Fund.
corridor designated as BRT influence • 25% of the total revenue accrued
zone): to RTIDF from surcharge/ stamp
duty on registration/ transfer of
• Loading of Transferable land, buildings etc. will accrue to
Development Rights (TDR) proposed Dedicated Jaipur Metro
• Building permission charges in the Fund.
zone (Development Charges) – • Premium FAR on properties along
Ceiling FSI raised to 1.80 from the Metro Corridors
existing 1.0, 0.80 loading is • Proceeds from sale of
through TDR with payment of a land/property development on land
premium as may be allotted by the State
• Incremental property Taxes Govt. (50 Hectares of land
• Advertisements approved for the purpose)
• Revenues from advertisements,
parking and other related sources
• Share from auction proceeds of
Jaipur Development Authority.
Source: SPA in-house research study (2019)
14.3.7 Transit Oriented Development (TOD) / Transferable Development Rights

Transit-Oriented Development (TOD) refers to communities with high quality public transit
services, good walkability, and compact, mixed land use. This allows people to choose the best
option for each trip: walking and cycling for local errands, convenient and comfortable public
transit for travel along major urban corridors. And other way, Transfer of Development Rights
(TDR) means making available certain amount of additional built up area in lieu of the area
relinquished or surrendered by the owner of the land, so that he can use extra built up area
either himself or transfer it to another in need of the extra built up area for an agreed sum of
money.
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Public investments, such as transit oriented development, transfer of development right

increase adjacent land values, generating an unearned profit for private landowners. The
unearned value (increases in land value which otherwise profit private landowners cost-free)
may be "captured" directly by converting them into public revenue. Thus, value capture
internalizes the positive externalities of public investments, allowing public agencies to tax the
direct beneficiaries of their investments. These are the major alternative methods of financing,
which should be explored.
High quality transit service like Monorail has already been proposed in Gurugram. Transit
oriented Development has also been proposed along this transit corridor, which can become an
innovative method of revenue generation for the Government.
14.3.8 Cess on Turnover

Turnover, particularly in cities based on industry, trade and commerce activities, generates
substantial amount of revenue. Such cess has already been levied on Bangalore MRTS Project.
14.3.9 Betterment Levy through Value Capture Mechanism

The method aims at recovering the project cost from beneficiaries of the Project. It is fiscal
instrument to generate funds be recouping the land value increment. The method has been
experimented in the case of Bangalore for project in the form of metro tax. Few Municipal
Corporations are authorized to levy such a tax under relevant acts. In Mumbai, resource
mobilization is proposed through raising revenues from value capture resources which include
contribution from employees, transport development levy, development cess on daily rail and
intercity bus tickets, surcharge on seasonal tickets, property development levy etc.
14.3.10 Shops and Establishment Levy

This method works well for a city where predominant economic base is trade and commerce. If
applied well, the method has high potential to be one of the large revenue earnings.
14.3.11 Tax on Employment

This method is successfully adopted in cities of developed countries like Paris, an additional
revenue is generated by adding levy on the employer.
14.3.12 Surcharge Levy on Octroi Rates

Levying a surcharge on Octroi can be introduced. Areas where there is a proposal for
abolishment of Octroi, a substitute in the form of Entry tax has been enforced which has
potential to generate sizeable source of revenue.
14.3.13 Other Levies

Levies on use of Private Transport:
• Surcharge on Motor Vehicle Tax

• Surcharge on Fuel (Fuel Levy)
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• Surcharge on driving license fee

• Surcharge on sales tax on tyres, tubes, motor parts
• Vehicle ownership charge on first time registration
Levies on Direct use of Transport Facilities

• Terminal Taxes for Passengers
• Cess on Permit fees for buses
• Goods Vehicle tax
• Surcharge on freight carried
• Surcharge on fee for parking
• Surcharge on passenger fares
Others
• Surcharge on Property tax
• Surcharge on Conversion charge for allowing commercial use of land
• Cess on Liquor
• Levy on wages bill of industrial and commercial establishments.
14.3.14 Municipal Bonds

This is emerging as an important tool for mobilizing private resources for funding urban
infrastructure projects. In USA, 70% of the infrastructure finance is through municipal bonds. In
India, Ahmedabad Municipal Corporation became the first in Asia to float Municipal Bonds to
upgrade its city’s infrastructure. It was followed by Bangalore City Corporation which collected
INR 125 crore through the bond issue. In the past, Indore Municipal Corporation has
contemplated to float bonds worth INR 250 crore for subscription by the public. With the
issuance of guidelines for floating Municipal Bonds by the Ministry of Urban Development,
Government of India, this source may be tapped by Gurugram Municipality.
14.3.15 Real Estate Development

Property developers are invited to develop the land along the transport corridors and share the
profit with transport organization arising out of such sale of property. This is one of the most
widely used practice for raising funds particularly for projects like metro construction, flyovers
etc. Hong Kong Mass Transit System was financed to the tune of 15% of the metro construction
cost adopting this approach. This model has been implemented in Navi Mumbai by CIDCO,
where the cost of funding the railway line has been jointly financed by CIDCO and IL & FS.
CIDCO has exploited the air space above the stations for building commercial complexes and
recovered its investment through the sale of property in these commercial complexes. Similarly
Maharashtra State Road Development Corporation (MSRDC) is planning to use the space
under the Andheri and Satna Cruz flyovers for commercial exploitation.
Funds may be raised through sale of unused government land and other property.
In the study area real estate development at terminals shall be considered. In addition,
government could create land bank near potential transit stations to do value capture along
western direction.
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14.3.16 Advertising Revenue

Billboards at Terminals and other places can help in generating this revenue. At bus shelters
and at strategic locations in the city, advertisement could be a good source of revenue
generation. The advertisement master plan for city to explore this potential comprehensively is
to be prepared by the GMDA for proper execution of the project and revenue enhancement.
14.3.17 Atal Mission for Rejuvenation and Urban Transformation (AMRUT)

A centrally sponsored scheme providing basic services (e.g. water supply, sewerage, urban
transport) to households and build amenities in cities which will improve the quality of life for all,
especially the poor and the disadvantaged is a national priority. The mission focuses mainly on
the following Thrust areas:
• Water supply,
• Sewerage facilities and seepage management,
• Storm water drains to reduce flooding,
• Pedestrian, non-motorized and public transport facilities, parking spaces, and
• Enhancing amenity value of cities by creating and upgrading green spaces, parks and
recreation centers, especially for children.
The project fund will be divided among States/UTs at the beginning of each year. An equitable
formula will be used to distribute the annual budgetary allocation in which equal (50:50)
weightage is given to the urban population of each State/UT (Census 2011) and the number of
statutory towns in the State/UT. The amount of project fund allocated will be informed to the
States/UTs at the appropriate time. The Central Assistance (CA) for the projects will be in three
instalments of 20:40:40 of the approved cost.
14.3.18 Funding Component

Urban transport being a trust area, funding will be providing to various urban transport
components like
• Sidewalk
• Foot over bridges
• Non-motorized transport
• Buses
• BRTS
• Mutli level parking
• Waterways and ferry vessels
14.3.19 Viability Gap Funding

Viability Gap Funding (VGF) established under the Department of Economic Affairs, Ministry of
Finance, to provide support to PPP Infrastructure project that have at least 40% private equity
committed to each such project. The Government of India has set certain criteria to avail this
facility under formal level guidelines, issued in August 2004. The Funding can be in the form of
capital grants, subordinated loans; O & M support grants and interest subsidies. It will be
provided in instalments, preferably in the form of annuities. Ministry of Finance guidelines
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requires the total government support to such a project, including Viability Gap Funding and the
financial support of other Ministries and agencies of the Government of India, must not exceed
20% of the total project cost as estimated in the preliminary project appraisal, or the actual
project cost, whichever is lower. Projects in the following sectors implemented by the Private
sector are eligible for funding:
• Roads and bridges, railways, seaports, airports, inland waterways
• Power
• Urban Transport, water supply, sewerage, solid waste management and other physical
infrastructure in urban areas.
• International Convention Centers and other tourism infrastructure projects.
14.3.20 Private Sector Participation

Participation of Private sector is essential to assist the local bodies in development and
provision of infrastructure to contribute to growth in economy. Some of the widely used forms of
such participation in urban infrastructure financing are listed below:
• Service contracts for short duration to perform specific tasks
• Management contracts for operation and maintenance of government owned business
• Leasing where a lease agreement is signed whereby public facility’s assets are
transferred to a private firm for a fixed time period for which it pays for the right to use
the facility in providing service.
• Concession where in the contractor besides the operations and maintenance also
assumes additional responsibility of investments
• BOOT/ BOT/ DBFO/ DBFOT
Some examples of private sector participation in transport projects in India are given in the
Table 14-3.
Figure 14-4 PPP Projects in India

Form of
Sectors Projects City Authority Concession Period
Partnership
Transport
Cluster Bus Gross Cost
New Delhi Department, 10
Scheme Contract
GNCTD
Cost plus
BRTs in Jaipur Jaipur JCTSL contract 10
(BOOM)
Public
Transport
Bus Operations is Net Cost
Indore AICTSL 10
Indore Contract
Bus Operations is Net Cost

Bhopal BCLL 10
Bhopal Contract
Bus Operations is Jabalpur JCTSL Net Cost 10
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Form of
Sectors Projects City Authority Concession Period
Partnership
Jabalpur Contract
Hyderabad Metro Hyderabad Govt. of AP BOT 35
Mumbai Mono
Mumbai MMRDA BOOT 35
Rail
Bus terminal cum Bus terminal - 20 Yrs.

GMADA &
Commercial Mohali DBOT Commercial Complex
PIDB
Complex - 90 Years
Amritsar Inter-city
Amritsar DoT, Punjab BOT 11 years 5 months
Bus Terminal
Inter State
Bus Mussoorrie
Terminal Dehradun
ISBT - Dehradun Dehradun DBFOT 20
Development
Authority
Hyderabad
International Hyderabad Govt. of AP BOT 30 + 30
Airport
MLCP - Kamla
New Delhi NDMC BOT 30
Nagar
MLCP - BKS
Parking New Delhi NDMC BOT 30
Marg
MLCP - Sarojini
Nagar
Bus-Q- 197 BQS for

Shelter NDMC area
Bridge over river

Karur PWD BOT 20
Amravati
Chennai ORR -
Chennai TNRDC DBFOT 20
Phase 1
Chennai ORR -
Chennai TNRDC BOT Annuity 20
Outer Phase 2
Ring
Roads / Delhi -
DND SPV BOOT 30
New links Noida
Bypass Coimbatore NHAI BOT 20
Bypass Udaipur NHAI BOT 20
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Source: SPA in-house research studies
Private sector participation should be encouraged in execution of various projects, such as

those listed below:
• Bus Service Operations
• Provision of Bus Queue Shelters
• Provision of Street Furniture against advertisement
• Cycle Sharing schemes
• Renovation and Maintenance of existing terminals with real estate development
• Construction and Maintenance of Parking Facilities with real estate development
14.3.21 PPP possibilities for Gurugram
Parking on PPP
A public‐private partnership model on BOOT basis may be adopted to operate parking in
Gurugram. Over a long concession period, both the BOOT operator and the GMDA are bound
to earn revenues and even profits.
• PPP models of partnership in infrastructure development form the most sustainable
approach for a city government that most often has a resource crunch both, in terms of
finance and in terms of engineering staff.
• Public service provided by a local government can also become an alternative source of
additional revenue.
• Underground development can be an alternative where ground level space is scarce,
especially in mega cities.
• Financial sustainability of the partnership project has been ensured in terms of Parking
fees, advertisement rights and premium on shops – gives returns on investment for the
concessionaire because of the very nature of the BOOT contract.
Development on Bus Terminals and Intermodal Facilities on PPP

Proposed bus terminal and intermodal facilities may be developed on DBFOT basis with land to
be provided by GMDA or other concerned agency and concessionaire shall develop the
structure and operates it. The state agency can generate revenue by the annual payments done
by concessionaire for lease of land and private party can generate revenue from the
commercial, advertisement rights and parking developments. In this scenario, the risk is mostly
with the private player.
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15 Service Level Benchmarking

15.1 Introduction
Benchmarking is now well recognized as an important mechanism for introducing
accountability in service delivery. It involves measuring and monitoring of service provider
performance on a systematic and continuous basis. Regular monitoring can help to identify
performance gaps and introduce improvements through the sharing of information and best
practices, ultimately resulting in better services to people.
Recognizing its importance, the Ministry of Urban Development (MoUD), Government of
India has launched the Service Level Benchmarking (SLB) initiative covering various sectors
in urban development, such as urban transport, pedestrian facilities, etc. The parameters
and technical terms are defined and standardized so that any professional across the
country can comprehend and utilize them.
15.2 Benchmarking Procedure

MoUD has designed Service Level Benchmarks for the following sectors:
• Public transport facilities
• Non-Motorized Transport (NMT)facilities
• Level of usage of Intelligent Transport System (ITS) facilities
• Travel speed (Motorized and Mass Transit) along major corridors
• Availability of parking spaces
• Road safety
• Pollution levels
• Integrated land use transport system
• Financial sustainability of public transport
The parameters to be tested in each of these sectors have been identified individually and a
system of scoring is defined. The total score for each parameter is to be computed by simply
adding scores for each individual aspect. The Level of Service (LoS) is assessed on the
basis of the total score. The implication of the LoS is also elaborated and areas of
improvement are suggested.
The primary surveys that need to be conducted to gather the requisite information have also
been indicated for each of the above sectors.
Typically, four levels of service have been specified, with 1 being the highest and 4 being
lowest to measure each identified performance benchmark. Therefore, the goal is to attain
the service level 1. The performance evaluation is to be done by Urban Local Bodies/
Development Authority/ Para-Statal Agency.
334
15.3 Evaluation of Present Traffic Infrastructure for Gurugram

The service levels of current traffic infrastructure available at Gurugram have been evaluated
and that the findings have been compiled in Table 15-1 below. The facilities are evaluated
on a scale of 4, wherein 1 represents the best and 4 the lowest.
Based on the availability of the data, service level benchmarking have been evaluated for
the following sectors:
• Public transport facilities
• Non-Motorized Transport (NMT)facilities
• Level of usage of Intelligent Transport System (ITS) facilities
• Travel speed (Motorized and Mass Transit) along major corridors
• Availability of parking spaces
• Road Safety
The outcome of the above-mentioned sectors are shown below:
Table 15-1 Existing Level of Services for Transport Infrastructure at Gurugram
Present
S.No. Benchmark Levels of Service as Per SLB, MoUD Level of
Service
1. Presence of Organized Public Transport System

1
in Urban Area
2. Availability of Public Transport 3
3. Service Coverage of Public Transport in the city 4

Availability of
1
Public Transport 4. Average waiting time for Public Transport users 3
5. Level of Comfort in Public Transport 2
6. % of Fleet as per Urban Bus Specifications 1
Overall 3
1) Signalized intersection delay 2

Availability of
2 Pedestrian 2) % of City Covered by Footpaths 4
Facilities
Overall 3
1. % network covered 4
3 NMT Facilities
2. Encroachment on NMV roads by Vehicle Parking
4
(%)
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Present
S.No. Benchmark Levels of Service as Per SLB, MoUD Level of
Service
3. NMT Parking facilities at Interchanges (%) 4
Overall 4
1. Availability of Traffic Surveillance 4
2. Passenger Information System (PIS) 4
3. Global Positioning System / GPRS 3

Level of Usage of
4
ITS Facilities
4. Signal Synchronization 4
5. Integrated Ticketing System 4
Overall 4
1. Travel speed of Personal vehicles along key

3
corridors
Travel Speed
5 Along Major 2. Travel speed of Public Transport along key
3
Corridor corridors
Overall 3
1. Availability of paid public parking spaces 3
Availability of 2. Ratio of Maximum and Minimum Parking Fee in

6 3
Parking Spaces the City
Overall 3
Table 15-2 shows the overall comments on existing level of service for transport
infrastructure at Gurugram.
336
Table 15-2 Overall Summary and Comments on Existing Level of Services for Transport
Infrastructure at Gurugram
Present Level of
S.No. Benchmark Comments
Service (LoS)
The city has public transport system which

may need considerable improvements in
Availability of Public terms of supply of buses and coverage as
1 3
Transport many parts of the city are not served by it.
The frequency of the services available
needs improvements.
The city has pedestrian facilities which may

need considerable improvements. The
Availability of pedestrian facilities at intersections,
2 3
Pedestrian Facilities availability of footpath etc., needs
improvements as many parts of the city are
not served by it.
3 NMT Facilities 4 Lack of adequate NMT facilities.
Level of Usage of
4 4 Lack of adequate ITS facilities.
ITS Facilities
Significant approach delays and average

travel speed of 1/3 of free flow speed or
Travel Speed Along lower. Such operations are caused by
5 3
Major Corridor some combination or adverse progression,
extensive queuing at critical intersections
and inappropriate signal timing.
Paid parking spaces provided in the city

need to be improved upon and to cater to
Availability of Parking the demand some differential parking rates
6 3
Spaces along the NH-8 has to be adopted. The city
authorities need to initiate considerable
improvements measures.
It is observed that the city is having poor public transport facilities and pedestrian
infrastructure facilities which needs intervention for its improvement whereas NMT facilities
are also in a bad shape which needs immediate attention for city’s sustainability. However,
travel speeds of the personal and public modes are reasonable. Apart from this, it is also
determined that city should also focus on the ITS facility to gain the reliability and safety of
passengers of public transport. City should also introduce paid on-street parking with
premium and non-premium charges to address the demand management for parking.
337
15.4 Target for Future Traffic infrastructure in Gurugram

Based on the existing infrastructure facility of Gurugram, future targets/ goals have been
identified for various service level bench marking components. And the details for which are
as mentioned in the Table 15-3.
15.5 Recommendation for Benchmarking Process

The benchmarking process should be integrated in the regular functions of GMDA and Local
Planning Authority. Periodic evaluations should be conducted, and findings should be
studied to work out the necessary interventions to achieve the desired Level of Service
(LoS).
Benchmarking should be introduced soon after the realization of the proposed projects in
this report. This would enable the concerned agencies to identify the gaps with passage of
time and define a work plan to regulate the future development. Thus, this should be an
ongoing process. This shall also facilitate the growth of infrastructure at a pace
commensurate with the needs of the growing urban sprawl.
338
Table 15-3 Target Service Level Bench Marking for Gurugram

Base Year Phase II Phase III Phase IV
LoS LoS LoS Generic
Service LoS
S.No Targete Action Plan Targete Action Plan Targete Action Plan Action Plan
Level Actually Present
. d to Achieve d to Achieve d to Achieve to Achieve
Benchmark Achieve Situation
(Phase the Target (Phase the Target (Phase the Target the Target
d
I) II) III)
1 Public 3 1. Poor in 2 1. Total No. 2 1. Total No. 1 1. Total No. 1. Improve the
Transport coverage of of city buses of city buses of city buses service
Facilities the city proposed = proposed = proposed = coverage
network 509 1385 1935 2. Increase in
2. High 2. Network 2. Network 2. Network frequency to
average coverage coverage coverage reduce the
waiting time increased by increased by increased by average
1.9 times 3.2 times 3.8 times waiting time
3. Total no. of
from base from base from base 3. Up
city buses
year year year gradation of
operating = 90
3. Average 3. Average 3. Average fleet size
waiting time waiting time waiting time
to be to be to be
maintained maintained maintained
for 5 min. for 5 min. for less than
5 min.
2 Pedestrian 3 1. Signalized 2 1. Reducing 2 1. Increase 1 1. Increase 1. Covering
infrastructure junctions are average in length of in length of the city with
facilities manual waiting time Footpath Footpath = pedestrian
controlled at junction from base from base facilities
2. Footpath = by 40 year (80% of year (100% 2. Making
Only 16 % of seconds network vs of network junctions as
the network 2. Increase 16%) vs 16%) safer place for
in length of crossing
Footpath by
adding
100Km
footpath
network
339

LoS LoS LoS Generic
Service LoS
d
I) II) III)
3 Non- 4 1. No NMT 3 1. Increase 1 1. Fully 1 1. New links 1. Covering
Motorized facility in length of implemente and the city with
Transport NMT track = d PBS widening NMT facilities
(NMT)facilitie 100 km vs 0 system in links with 2. NMT
s km Gurugram NMT parking
2. Provision and docking facilities and facilities at
of parking system in Increasing appropriate
facility at major of Docking locations and
interchange activity stations in interchanges
s = 5 areas the activity
locations areas.
4 Level of 4 1. No CCTV 3 1. CCTV 2 1. CCTV 1 1. CCTV 1. Availability
usage of surveillance at surveillance surveillance surveillance of traffic
Intelligent interchanges at all at all at all surveillance
Transport 2.No PIS interchange interchange interchange 2. Provision of
System (ITS) 3.Only s, bus stops, s, bus stops, s, bus stops, Passenger
facilities GMCBL buses buses buses buses Information
installed GPS 2. PIS System (PIS)
2. PIS 2. PIS
in PT system system at 3. Provision of
system at system at
4. No interchange Global
interchange interchange
synchronizatio s, bus stops, Positioning
s, bus stops, s, bus stops,
n of signals buses System (GPS)
buses buses
5. No 3. Provision 4. Provision of
Integrated of ATCS5. 3. Provision 3. Provision signal
ticketing Provision of of ATCS4. of ATCS4. synchronizatio
system GPS Provision of Provision of n
enabled Bus GPS GPS 5. Provision of
and IPT enabled Bus enabled Bus integrated
and IPT and IPT ticketing
system
340

LoS LoS LoS Generic
Service LoS
d
I) II) III)
5 Travel speed 3 1. Reasonably 2 1. With 2 1. With 1 1. With 1. Improving
(Motorized good speed @ provision of provision of provision of travel speed of
and Mass 22 kmph road road road private and
Transit) widening widening widening public
along major and grade and grade and grade transport
corridors separated separated separated vehicles by
junctions junctions junctions proposing
2. Target of 2. Target of 2. Target of road widening,
reliable reliable reliable junction
speed of speed of 27 speed of 30 improvements,
24kmph kmph kmph etc.,
2. signal
synchronizatio
n at junctions
6 Availability of 3 1. No paid on- 3 1. 2 1. Providing 1 1. Providing 1. Introducing
parking street parking Enforcement premium premium pricing for on-
spaces and paid parking with parking with street parking
parking on the ration of the ration of 2. Identifying
all arterial 3.5 times 4.5 times premium
roads w.r.t normal w.r.t normal parking areas
2. Providing paid parking paid parking 3. Provision of
premium off-street
parking with parking
the ration of
2.5 times
w.r.t normal
paid parking
341
16 Project Phasing and Costing

16.1 Phasing Plan
The projects identified in CMP are phased depending upon several criteria like urgency of
implementation, capital investment, ease of implementation, resource availability and
environmental considerations. The phasing is generally done according to long term, medium
term and short-term requirements.
Projects which do not require high capital investment and resource allocation and would prove
useful in providing instant relief to the traffic problems of the city are given high priority and fall
under short term implementation projects. Similarly, projects requiring high amounts of capital
inflow and which have other issues like land availability problems and do not cater to immediate
demand, are identified for medium- and long-term implementation.
16.2 Project Prioritization

As given in the above section, based on the detailed analysis, all the projects identified have
been has been prioritized. The criteria for the prioritization of the project are as shown in the
Table 16-1 below:
Table 16-1 Criteria for Selection of Priority Measures
Criteria Description
Project Importance
Projects that Increase the usage of public transport
Promotion of Public should be given high priority. Not only public transport
Transport projects, but also some road infrastructure projects can
promote
Mobility
This impact should be considered from the viewpoint of
Impact on Reducing Traffic the whole road network. Therefore, a locally limited
Congestion impact, such as congestion
Providing NMT tracks and pedestrian facilities
Consistency with Strategic
Assessment of the level of consistency with the strategic
Accessibility Framework for Transport
framework
Network:
Projects that enhance traffic safety should be given high
Enhancement of Traffic
Safety priority. Traffic safety includes not only road traffic
Safety
safety, but also urban railway safety.
Promotion of CNG Vehicles
Projects that saves the fuel energy resources should be
Energy Promotion of E-Rickshaws
given the high priority
Promotion of NMT vehicles
Promotion of Public Projects that give better environmental conditions in the
Environment Transport city by enhancing the share of public transport and NMT
Pedestrian and NMT tracks trips should gave high priority
342
Criteria Description
Project Importance
Promotion of Public transport
& NMT
Co2 Projects that give better healthy living condition for the
Road cost Pricing
Mitigation users should gave high priority
Reducing the impact of
Traffic congestion
Projects that give better infrastructure facilities to the
Cost Infrastructure cost
users. If the infrastructure cost is less then high priority
Phasing of the projects has been split into 4 phase viz., Phase I, II, III and IV based on the time
span of the implementation of the projects. The time span proposed is as presented in Table 16-
2 below:
Table 16-2 Project Phase Time Span
Phase Time Span

Phase I 2019 – 21
Phase II 2021 – 26
Phase III 2026 – 36
Phase IV 2036 - 2041
The list of projects have been be prioritized in a systematic manner as shown in Table 16-3.
Table 16-3 Priority table for the proposed schemes
Proposals Proposed Schemes Priority Phasing
Public Metro Rail High Phase

Transport II,III,IV
system
Augmentation of Bus High Phase
I,II,III,IV
Bus Queue Shelters (Bus Stop) High Phase

I,II,III,IV
Inter Modal Transit Center (IMTC) High Phase

II,II,IVI
Inter State Bus Terminal (ISBT) High Phase II
Intermediate Para Transit High Phase I,II,III
Pedestrian Footpath High Phase

Facility I,II,III,IV
343

Improvement
Tabletop Crossing High Phase I
Pelican Signal High Phase I
Zebra crossing High Phase I
Upgrading Foot Over Bridge with Escalator High Phase I
NMT Facility Cycle Track High Phase I,II,III

Improvement
Public Bike Sharing Docking Stations High Phase I,II,III
E Rickshaw stand High Phase I
Junction Treatment High Phase I
Corridor Development of Footpaths Phase I

Improvement
Plan Development of NMT Track Phase I
Multi Utility Zone Phase I

High
On Street Parking Phase I
Toilet Blocks Phase I
Green Areas Phase I
Parking On-Street Parking High Phase I

Management
Plan Off-Street: Surface Parking High Phase I
Multi-Level Car Parking High Phase II
Stack Parking High Phase III
Intelligent Automatic Vehicle Location System (AVLS) Medium Phase

Transport II,III,IV
systems
GPS in IPT Medium Phase
II,III,IV
Passenger Information System (PIS) Medium Phase

II,III,IV
CCTV Surveillance Medium Phase

II,III,IV
Voice Announcement System with Display Medium Phase

II,III,IV
344
Control Centre Medium Phase II
Mobile App and Web Portal Medium Phase II
Common Mobility Card High Phase I
Area Traffic Control System (ATCS) Medium Phase II,III
PTZ Cameras Medium Phase II,III
Red Light Violation Camera High Phase II,III
Vehicle Incident Detection System (VIDS) High Phase II,III
Speed Violation Camera High Phase II,III
Variable Messaging System Medium Phase II,III
Weather Monitoring Station Medium Phase II,III
Automatic Parking Management System Medium Phase II,III
New RuB: Shri Sanatan Dhram Shiv Mandir Low Phase II
New RuB: Pareena: The Elite Residences. Low Phase II

Grade
New RuB: Rao Pipe Industries. Low Phase II
Separation
Interchanges on Intermediate Ring Road Medium Phase III
RoB/ RuB along Intermediate Ring Road Medium Phase III
Freight Truck Terminal Medium Phase II
Transport Nagar Medium Phase II
Integrated Freight Complex Medium Phase III
New Links Road Between Shoba city Gurugram near Raghopur to Medium Phase II,III
Sector 114
Road Between Sector 111 to Dundhera village Low Phase III
Road Between NH-8 at ambience mall and MG road Medium Phase II
Missing links of Dwarka Expressway High Phase II
Farukh nagar road Low Phase III

Widening of
Roads
Pataudi Road Low Phase III
345
Gurugram – Faridabad extension road Low Phase III
Dornacharya College of Engineering to sector 5 chowk Low Phase I
Old Delhi – Gurugram Road Low Phase I
Sector-5 chowk to Sheetla Mata Mandir Medium Phase I
Vishwakarna chowk to Gurugram Bus Depot Low Phase III
Gurugram Bus Depot to IFFCO Chowk Low Phase III
Subash chowk to Badhushapur more Low Phase II
Sohna Chowk to Shakti nagar (Basai Road) Low Phase II
Hero Honda Chowk to Basai Chowk Low Phase I
*Flyovers and RoB have been given the higher priority as they reduce the delay time at those sections.
16.3 Phasing Plan and Costing

The Mobility Plan components discussed in the previous sections were considered in the
estimation of block cost estimate for implementing the elements in the future. The approximate
capital cost, excluding land acquisition, for implementing the mobility plan is estimated about
Rs. 19788.4 Crores. The breakup of the project cost along with the priority of the respective
projects phase in the respective phases is provided in the Table 16-4 given below.
Table 16-4 Project Cost Based on Phasing

Phase Phase Phase
Phase I
Proposal II III IV
Proposed Schemes (2019 - Total
s (2021 - (2026 - (2036 -
21)
26) 2036) 2041)
Metro Rail 2269.4 7200 5760 15229.4
Augmentation of Bus 70.0 70.0 306.6 192.5 639.1
Public Bus Queue Shelters (Bus Stop) 20.0 10.0 15.0 15.0 60.0
Transport
system Inter Modal Transit Center (IMTC) 75 75.0
Inter State Bus Terminal (ISBT) 100 200 100 400.0
Intermediate Para Transit 3.8 4.5 7.5 15.8
Footpath 0.1 0.1 0.3 0.2 0.8
Pedestria Table Top Crossing 0.0
n Facility
Pelican Signal 0.3 0.3
Improvem
ent Zebra crossing 0.0 0.0
Upgrading Foot Over Bridge with Escalator 0.4 0.4
346
Phase Phase Phase

Phase I
Proposal II III IV
s (2021 - (2026 - (2036 -
21)
26) 2036) 2041)
Cycle Track 65.1 44.0 44.0 44.0 197.1
NMT
Facility Public Bike Sharing Docking Stations 0.5 0.5 1.4 0.7 2.9
Improvem E Rickshaw stand 0.7 0.7
ent
Junction Treatment 2.5 2.5
Development of Footpaths 0.0 0.0
Development of NMT Track 16.8 16.8
Corridor Multi Utility Zone 6.9 6.9
Improvem
ent Plan On Street Parking 10.1 10.1
Toilet Blocks 0.8 0.8
Green Areas 0.8 0.8
On-Street Parking 0.0 0.0
Parking Off-Street: Surface Parking 0.0 0.0
Managem
ent Plan Multi-Level Car Parking 14.0 14.0
Stack Parking 12.1 12.1
Automatic Vehicle Location System (AVLS) 2.9 5.0 0.0 7.9
GPS in IPT 7.5 15.0 7.5 30.0
Passenger Information System (PIS) at Bus
9.0 3.0 3.0 15.0
stops
Passenger Information System (PIS) at Bus 7.1 12.3 7.7 27.1
CCTV Surveillance in Bus 2.0 3.5 2.2 7.7
CCTV Surveillance at Bus Stop 2.1 0.7 0.7 3.5
CCTV Surveillance at Terminals or Transit
0.0 0.0 0.0
Center
Intelligent
Voice Announcement System with Display 0.8 1.3 0.8 2.9
Transport
systems Control Centre 4.0 4.0
Mobile App and Web Portal 0.1 0.1
Common Mobility Card 0.1 0.1
Vehicle Actuated Signal 2.4 2.4
Area Traffic Control System (ATCS) 3.5 3.5 6.9
PTZ Cameras 1.4 1.4 2.8
Red Light Violation Camera 9.8 9.8 19.6
Vehicle Incident Detection System (VIDS) 0.4 0.4 0.8
Speed Violation Camera 2.1 2.1 4.2
347
Phase Phase Phase

Phase I
Proposal II III IV
s (2021 - (2026 - (2036 -
21)
26) 2036) 2041)
Variable Messaging System 1.0 1.0 2.1
Weather Monitoring Station 0.1 0.1 0.2
Automatic Parking Management System 5.5 5.5 10.9
New RuB: Shri Sanatan Dhram Shiv Mandir 30.0 30.0
New RuB: Pareena: The Elite Residences. 30.0 30.0
Grade
Separatio New RuB: Rao Pipe Industries. 30.0 30.0
n
Interchanges on Intermediate Ring Road 360.0 360.0
RoB/ RuB along Intermediate Ring Road 30.0 30.0
Truck Terminal 45.0 45.0
Freight Transport Nagar 25.0 25.0
Integrated Freight Complex 25.0 25.0
11.5 3.5 15.0
Road Between Sector 111 to Dundhera
New 11.3 11.3
village
Links
Road Between NH-8 at ambience mall and
17.5 17.5
MG road
Missing links of Dwarka Expressway 75.0 75.0
Farukh nagar road 26.0 26.0
Pataudi Road 21.5 21.5
Gurugram – Faridabad extension road 6.4 6.4
Dornacharya College of Engineering to
1.5 1.5
sector 5 chowk
Old Delhi – Gurugram Road 3.2 3.2
Widening
Sector-5 chowk to Sheetla Mata Mandir 3.0 3.0
of Roads
Vishwakarna chowk to Gurugram Bus
4.5 4.5
Depot
Gurugram Bus Depot to IFFCO Chowk 6.0 6.0
Subash chowk to Badhushapur more 4.5 4.5
Sohna Chowk to Shakti nagar (Basai Road) 4.5 4.5
Hero Honda Chowk to Basai Chowk 4.8 4.8
Total cost from Projects 211.4 2847.1 8420.4 6134.3 17613.2
Miscellaneous Cost (5% of Sub Total Cost) 10.6 142.4 421.0 306.7 880.7
Total 222.0 2989.5 8841.4 6441.0 18493.9
348
Phase Phase Phase

Phase I
Proposal II III IV
s (2021 - (2026 - (2036 -
21)
26) 2036) 2041)
Detailed Project Report Cost (2% of Total) 4.4 59.8 176.8 128.8 369.9
Project Management Cost (5% of Total) 11.1 149.5 442.1 322.1 924.7
Grand Total 237.5 3198.7 9460.3 6891.9 19788.4
16.4 Project Implementation Agencies/ Organizations

The proposed project implementation agencies/ organization for the various projects identified
are as shown in the Table 16-5 below.
Table 16-5 Proposed Project Implementation Agencies/ Organization

Probable Funding
Agencies
SPV – South Eastern Railways, Transport Department
Central/ State Govt. funds,

Public Transport system Metro Rail
AMRUT
Haryana Road Transport Corporation/ Gurugram Municipal Corporation
Central/ State Govt. funds,

Public Transport system Bus routes -fleet size improvement
AMRUT
Municipal Corporation, PWD
Footpath Municipal funds

Municipal funds, Road
Table-top Crossing
Safety Fund
Pedestrian Facility Pelican Signals
Safety Fund
Improvement
FOB with Escalator and Elevator
Safety Fund
PWD Highways, Municipal
Escalator and Elevator for FOB
Funds
Semi Segregated Cycle Track PWD Highways, DUTF
Public Bike Sharing Docking Stands PWD Highways, DUTF
NMT Facility
Segregated Cycle Track PWD Highways, DUTF
Improvement
Cycle Parking Stands PWD Highways, DUTF
E Rickshaw Stands PWD Highways, DUTF
Development of Footpaths
Corridor Improvement
Development of NMT Track Municipal funds, PPP
Plan
Multi Utility Zone
349
Probable Funding
Agencies
On Street Parking
Toilet Blocks
Green Areas
Municipal Corporation, PPP
Municipal funds, PPP,
On Street Parking
AMRUT
Off Street Parking
Parking Management AMRUT
Plan Municipal funds, PPP,
MLCP
AMRUT
Stack Parking
AMRUT
Transport Department, SSP Traffic Police
Municipal funds, DUTF,
Semi Actuated Signals
AMRUT
Pelican Signals
AMRUT
Automated Vehicle Location System
AMRUT
Variable Message Signs
AMRUT
ITS Control Centre
Intelligent Transport AMRUT
systems Municipal funds, DUTF,
Public Information System
AMRUT
AMRUT
Mobile Phone Application
AMRUT
Surveillance Cameras
AMRUT
GPS
AMRUT
Municipal Corporation
PPP, Central/ State Govt.
Inter-Modal facilities
funds, AMRUT
PT
Bus Stops
funds, AMRUT
Terminals Proposed New Bus stand
funds, AMRUT
350
Probable Funding
Agencies
NHAI, PWD-NH, PWD
Multi-lateral funding
Flyovers Agency, Central/State
Govt. funds
ROBs Agency, Central/State
Govt. funds
Road Development Plan Multi-lateral funding
Road Widening Agency, Central/State
Govt. funds
New Links Agency, Central/State
Govt. funds
The above-mentioned funding agencies are tentative and may change during DPR preparation.
In case of formation of a Development Authority for the Gurugram, the roles and responsibility of
the above-mentioned organizations/ agencies may shift to Development Authority as the MoUD
guidelines indicates that the responsibility of the Urban Transport should be with Urban
Development Department.
16.5 Monitoring of CMP Implementation

Comprehensive Mobility Plan is the basis for approving projects, plans and various regulatory
measures within the city related to transport and hence it is therefore important to monitor and
measure the impact of interventions taken as an outcome of CMP. The monitoring is done at
two levels.
The first level of monitoring can be with regard to the status of implementation of the Urban
Mobility Plan in terms of time frames proposed and achieved. Urban mobility plan includes the
following modules-
• Public transport proposals
• Intermediate public transport plan (IPT) improvement plan
• Road network development plan
• Junction improvement plan
• Pedestrian and NMT facilities improvement plan
• Corridor improvement plan – Model streets
• Travel demand management measures
• Freight access plan
• Parking management plan
• ITS management plans
• Regional connectivity enhancements
• Traffic management schemes
351
Monitoring these plans is helpful to understand the pace of CMP implementation.

The second level of monitoring can be to understand the impacts of CMP implementation. All
the indicators that are in the CMP must be monitored on a bi-annual basis. These indicators
also include CO2 emissions.
352

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Gurugram Metropolitan Development Authority

Comprehensive Mobility Plan for GMDA Area

Transport Planning Department

School of Planning and Architecture

5.13 Terminal Characteristics .............................................................................................62

9.7 Selection of Best Transport Network .........................................................................140

12.3 Environmental Assessment of proposed CMP measures ..........................................276

Table 13-1 Fares of Normal Priced Parking .............................................................................................. 306

Figure 10-43 Components of PBS System ............................................................................................. 208

1.2 Aim and scope of the study

1.3 Structure of the Draft Final Report

Chapter 13 Policies, Regulations and Institutional Measures

2 Profile of the Gurugram

2.2 Transport Network & System

2.2.2 Rail connectivity

2.2.3 Air Connectivity

2.3 Demographic Profile

Table 2-1 Population growth trends of GMDA

2.4 Economic Profile

2.5 Transport System in Gurugram

Existing Metro Routes

Rapid Metro, Gurugram

2.5.2 Shuttle (Private App based Bus Service)

2.5.3 Bus services

2.5.4 Intermediate Public Transport of Gurugram City

Figure 2-2 IPT Route Map for Different Modes

2.6 Transport Issues in Gurugram

2.6.2 Road Infrastructure

2.6.3 Non-Motorized Transport Facilities

2.6.4 Bus Terminals

3 Review of Planning Documents

3.1.1 Proposed Land Use Distribution

Table 3-1 Proposed Land uses of GMUC

4 Transport and Communication 4428

5 Public Utilities 608

6 Public and semi public 2027

7 Open spaces 2928

8 Special zone 114

9 Defence land 633

Total land 32988

10 Existing town 406

11 Village abadies 478

Grand Total 33872

3.1.2 Proposals for Transportation

3.2 Integrated Mobility Plan for Gurugram- Manesar Urban Complex

3.2.1 Land Use and Transport Strategy

3.2.2 Public /Mass Transit Strategy

3.2.3 Non- Motorized Transport Strategy

4 Traffic Surveys and Studies

4.1 Zoning System

Figure 4-1 Zoning System- Gurugram

4.2 Primary surveys

Table 4-1 Surveys Proposed & Status

1 Turning Movement Count 5 16 Hours

2 Traffic Volume Count 18 16 Hours

3 Outer Cordon TVC & OD 11 24 Hours

4 Household Survey Samples 6700 6700

Public Transport on Board OD & OD sample is 20% of

Intermediate Public Transport (IPT)

7 Parking On Street & Off street 8 16 Hours

15 Mid Blocks & 5 Junctions

9 Topographic Surveys at Junctions 3 500M radius of the Junction

10 Metro station LMC 11 Peak hour

11 Road Inventory & Speed 500 Km’s Peak Hour