October 2008

October 2008

To ensure that the Gurgaon - Manesar Urban Complex will have world class sustainable and efficient transport that will meet the needs of the ambitious economic developments proposed in the area

Table of Contents
1 INTRODUCTION........................................................................................................... 1 1.1 Background ............................................................................................................. 1 1.2 Study Area .............................................................................................................. 3 1.3 Demographics........................................................................................................... 3 1.4 Economic Structure and Growth Drivers ........................................................................... 5 1.4.1 Growth of Manesar ................................................................................................. 5 1.4.2 Growth Drivers ..................................................................................................... 6 1.5 Objective of the Integrated Mobility Plan ......................................................................... 7 1.6 Objective and Scope of the Study................................................................................... 7 1.7 Organization of the Report ........................................................................................... 9 2 PRESENT TRAFFIC CHARACTERISTICS ............................................................................. 10 2.1 Introduction............................................................................................................ 10 2.2 Trip Characteristics................................................................................................... 11 2.3 Through Traffic........................................................................................................ 12 2.4 Truck Movement ...................................................................................................... 12 2.5 Junctions ............................................................................................................... 13 2.6 Non- motorised Transport Facilities ............................................................................... 14 2.6.1 Footpath ............................................................................................................ 15 2.6.2 Pedestrian Crossing Facilities .................................................................................... 16 2.6.3 Slow Moving Traffic ................................................................................................ 16 2.7 Parking Facilities...................................................................................................... 16 2.8 Journey Speed and Delay ........................................................................................... 17 2.9 City Bus Transport ................................................................................................... 17 2.10 IPT Transport......................................................................................................... 18 2.11 Bus Terminal ......................................................................................................... 18 2.12 Traffic Safety ........................................................................................................ 19 2.13 Connectivity with New Delhi ...................................................................................... 20 2.14 Connectivity between Gurgaon and Manesar ................................................................... 22 2.15 Other Traffic Related Issues ....................................................................................... 22 3. SHORT- TERM TRAFFIC MANAGEMENT MEASURES.............................................................. 23 3.1 Introduction............................................................................................................ 23 3.2 Intersection Redesign ................................................................................................ 23 3.3 Road Improvements .................................................................................................. 43 3.4 Footpath cum Drain .................................................................................................. 44 3.5 Safe Pedestrian Crossing Facilities ................................................................................ 46 3.6 Bicycle Lanes .......................................................................................................... 47 3.7 On- Street Parking Management.................................................................................... 49 3.8 Off- street Parking Facilities ........................................................................................ 52 3.9 Public Transport ...................................................................................................... 53 3.10 Traffic Management for Market Area............................................................................. 55 3.11 Regulation of Cycle Rickshaws .................................................................................... 56 3.12 Regulation of Auto rickshaws ...................................................................................... 56 3.13 Enforcement ......................................................................................................... 57 3.14 Block Cost Estimation for Short- Term Measures ............................................................... 57

4 FORECAST TRAFFIC SCENARIO ............................................................................. 58 4.1 Introduction............................................................................................................ 58 4.2 Development Plan Outline........................................................................................... 58 4.3 Development Plan- 2021: Population Projections ............................................................... 59 4.4 Development Scenarios Considered ................................................................................ 59 4.5 Major Employment Centers.......................................................................................... 59 4.6 Population and Employment Projection for Horizon Years .................................................... 59 4.6.1 Aggressive Scenario ............................................................................................... 60 4.6.2 Moderate Scenario ................................................................................................ 61 4.7 Base Year Model Development...................................................................................... 63 4.7.1 Model Structure.................................................................................................... 64 4.7.2 Study Area Zoning .................................................................................................. 66 4.7.3 Network Development ............................................................................................. 67 4.7.4 Base Year Travel (2008) Pattern ................................................................................. 70 4.7.5 Assignment and Observed O-D Validation ...................................................................... 71 4.7.6 Calibration........................................................................................................... 74 4.8 Projections under Do- Minimum ................................................................................. 77 4.8.1 Projections- Moderate Scenario............................................................................... 77 4.8.2 Projections- Aggregate Scenario .............................................................................. 80 5. TRANSPORT STRATEGY.............................................................................................. 82 5.1 Growth Directions..................................................................................................... 82 5.2 Challenges in Urban Transport...................................................................................... 85 5.3 Development Plan Transport Proposals ........................................................................... 86 5.4 National Urban Transport Policy Framework ..................................................................... 87 5.5 Vision ................................................................................................................... 89 5.6 Mobility Plan Approach............................................................................................... 89 5.7 Evolution of the Network Strategy ................................................................................. 91 5.8 Evaluation of the Strategies......................................................................................... 94 5.9 Goals/Performance Indicators for the Mobility Plan ............................................................ 97 6. MOBILITY PLAN ELEMENTS ......................................................................................... 99 6.1 General ................................................................................................................. 99 6.2 Designated Mobility Corridors....................................................................................... 99 6.3 Non Motorized Transport Plan .................................................................................... 101 6.4 Road Development.................................................................................................. 103 6.5 Grade Separated Junctions........................................................................................ 104 6.6 Mass Transport Strategy under Moderate Scenario .......................................................... 106 6.6.1 Projections- Do Nothing Scenario ............................................................................. 107 6.6.2 Introduction of Public Transport system in the city ....................................................... 108 6.6.3 Selection Criteria for Mass Transit System .................................................................. 110 6.7 Mass Transport Strategy under Aggregate Scenario ......................................................... 116 6.9 Passenger and Commercial Terminal Plan ...................................................................... 117 6.10 Non- Transport Measures ......................................................................................... 120 6.10.1 Trafic Demand Management Plan .......................................................................... 120 6.10.2 Road Maintenance and Management Plan ................................................................ 120 7. INVESTMENT PROGRAMME AND INSTITUTIONAL FRAME WORK ..................................... 122 7.1 Cost Estimation...................................................................................................... 122 7.2 Phasing ............................................................................................................... 122 7.3 Institutional Frame Work .......................................................................................... 124

List of Figures
Figure 1.1 Study area..........................................................................................4 Figure 1.2 Future Growth Directions of GMUC ............................................................6 Figure 2.1 Trend in Accident Growth in Gurgaon ....................................................... 20 Figure 2.2 DMRC Master Plan (2021) for Gurgaon in Phase III ........................................ 21 Figure 3.1 Proposed Improvements to IFFCO Chowk ................................................... 26 Figure 3.2 Proposed Improvements to Matha Mandir Junction........................................ 28 Figure 3.3 Proposed Improvements to Prakashpuri Chowk ............................................ 30 Figure 3.4 Proposed Improvements to Fountain Chowk................................................ 32 Figure 3.5 Proposed Improvements to Bhagat Singh Chowk........................................... 34 Figure 3.6 Proposed Improvements to Manesar Chowk ................................................ 36 Figure 3.7 Proposed Improvements to Basai Chowk .................................................... 38 Figure 3.8 Proposed Improvements to Rajiv Gandhi Chowk ........................................... 40 Fig 3.9: Proposed Improvements to Sethi Chowk ....................................................... 42 Figure 3.10 Roads Proposed for Improvements ......................................................... 44 Figure 3.11 Roads Proposed for construction/improvement of footpath........................... 45 Figure 3.12 Locations Proposed for Safe Pedestrian Crossing Facilities ............................. 47 Figure 3.13 Roads Proposed for Cycle paths ............................................................. 48 Figure 3.14 Roads proposed for On-street Parking Management ..................................... 51 Figure 3.15. Bus stop locations proposed with bus shelters ........................................... 53 Figure 3.16. Bus Routing from the Bus stand ............................................................ 54 Figure 3.17. Traffic Mangement Proposal at Market Area ............................................ 55 Figure 4.1 Methodology for Travel Demand Modelling ................................................. 64 Figure.4.2 Study Area Zoning Map......................................................................... 68 Figure.4.3 Base Year Study Area Road Network......................................................... 69 Figure.4.4 Transit Network in the Study Area ........................................................... 70 Figure [Link] Year Flow/Capacity Diagram for peak hour traffic ................................. 74 Figure 5.1 Existing Spatial Growth of Gurgaon ......................................................... 83 Figure 5.2 Future Growth Directions of GMUC .......................................................... 85 Figure 5.3 Development Plan (2021) Road Network and Major Transport Proposals .............. 87 Figure 5.5 Development of Strategy under Moderate Scenario ..................................... 92 Figure 5.6 Development of Strategy under Agressive Scenario: Option 1......................... 93 Figure 6.1 Proposed Mobility Corridors ..................................................................101 Figure 6.2 Foot Path Plan ..................................................................................102 Figure 6.3: Cycle master plan layout ....................................................................103 Figure 6.4 Future Road network of GMUC ..............................................................104 Figure 6.5: Grade separated facility locations for junctions.........................................105 Figure 6.6: Bus transport plan............................................................................109 Figure 6.7 BRT Routes Proposed for 2011 ...............................................................113 Figure 6.8 : Transport Strategy with Mass Transport under moderate scenario................116 Figure 6.9 Proposed Locations of Bus terminals and Truck terminals ..............................119

List of Tables
Table 1.1: Past Trend Population in Gurgaon Manesar Urban Complex............................................ 3 Table 2.1: Summary of HHI Survey Results ............................................................................11 Table 2.2 Percentage of Trips Originating and Destining between Sectors ......................................12 Table 2.3 Trucks entering and exiting from Major Industries in Gurgaon ........................................13 Table 2.4 Peak hour traffic details of the junctions .................................................................14 Table 2.5 Peak Pedestrian Count along the roads....................................................................15 Table 2.6 Accident Statistics ............................................................................................19 Table 3.1 Block Cost Estimated for short- term Traffic measures .................................................57 Table 4.1: Projected Population and Employment under Aggressive Scenario ................................60 Table 4.2: Population growth and workforce Participation ratio within GMUC under Aggressive scenario ...............................................................................................................................61 Table 4.3: Projected Population and Employment under Moderate Scenario .................................62 Table 4.4 Population growth and workforce Participation ratio within GMUC under Moderate Scenario (%) ...............................................................................................................................63 Table 4.5 Study area Zoning (Including Delhi zones) ................................................................67 Table 4.6 Summary of Estimated Base Year (2008) (Delhi Gurgaon) Peak hour Travel Demand ............71 Table 4.7. The Base year peak hour travel demand in Gurgaon ...................................................71 Table 4.8A: Results of Observed OD Validation on Screen lines ...................................................72 Table 4.8B: Base Year Observed OD Validation on Outer Cordon Locations.....................................72 Table 4.9 Trip Characteristics: Do Nothing- 2008 ....................................................................73 Table 4.10 Base Year (2008) Transport Characteristics on Major roads ..........................................74 Table 4.11: Population and Employment - 2008 ......................................................................75 Table 4.12: Calibrated Mode Choice Parameters ....................................................................76 Table 4.13: Travel Characteristics under Do nothing Scenario- 2011 .............................................77 Table 4.14: Travel Characteristics under Do nothing Scenario- 2021 .............................................78 Table 4.15: Travel Characteristics under Do nothing Scenario- 2031 .............................................79 Table 4.16: Travel Characteristics under Do nothing Scenario for Aggressive Scenario......................80 Table 5.1 Proposed SEZs in and Around GMUC........................................................................84 Table 5.2 Model Results under Moderate Scenario .................................................................95 Table 5.3 Model Results for Aggressive Scenario' Option 1 ........................................................96 Table 5.4 Model Results for Aggressive Scenario' Option 2 ........................................................97 Table 5.5 Performance Indices developed.............................................................................98 Table 6.1 Suggested Facility and Phasing for Grade separators ................................................. 105 Table 6.2: Congestion levels Do-nothing scenario for horizon years ........................................... 107 Table 6.3 Widening schedule of Major roads under Do- nothing Scenario...................................... 107 Table 6.4 Trip Characteristics (2008) With Bus transport plan................................................... 110 Table 6.5: Comparisons of different types of Transit Systems ................................................... 110 Table 6.6: PPHPD on major corridors- 2011 ......................................................................... 112 Table 6.7: Identified BRT Corridors- 2011 ........................................................................... 112 Table 6.9: PPHPD on major corridors- 2021 ......................................................................... 114 Table 6.10: Various Types of corridors Identified for Systems .................................................. 114 Table 6.11: Travel Characteristics 2021 ............................................................................. 115 Table 7.2 Phasing of Mobility Plan Investment ..................................................................... 122 Table 7.1 Break- up of Block Cost Estimates ........................................................................ 123

List of Annexure Annexure 2.1: Primary Survey Findings Annexure 4.1: GMUC Development Plan- 2021 Outline Annexure 4.2: List of SEZs approved for Gurgaon District Annexure 4.3: Population and Employment Projection of the SEZs influencing GMUC Annexure 4.4: Zone- wise Population and Employment Projection GMUC

Integrated Mobility Plan for Gurgaon- Manesar Urban Complex

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1 Introduction
1.1 Background

The Gurgaon- Manesar Urban complex, which is known for automobile industries, modern commercial malls, towers of Cyber parks and software development, is situated along National Highway No. 8, at a distance of 4 Kms from the Indira Gandhi International Airport and is well connected with all major destinations in the world through airways. The name of the town emerged on the world map in 1972, when Maruti Industry was set up in Gurgaon with the collaboration of Suzuki Company of Japan. The availability of airways, railways, highways, international embassies and world famous medical and educational institutions in its close proximity to the National Capital have attracted a number of international companies such as Hero Honda Motor, Honda Motors Ltd., Denso etc. in automobile sector and Microsoft, IBM, Nokia, Canon, Dupont, Sapient, British Airways, American Express, ABN Amro Bank, Alcatel, Nestle, Convergys, Hewitt, Vertex, Fidelity Investment, E- Value, Kenie World India, Becton Dickinson India Pvt. Ltd., in software development sector; etc in setting up business in Gurgaon. In order to meet the demand of foreign investors and also to set up high- tech non-polluting industrial units, the Haryana Govt. initially with the collaboration of Japanese entrepreneurs started setting up an Industrial Model Township at Manesar in 1992 through Haryana State Industrial Development Corporation. This corporation has developed about 700 hectors of land at Manesar and now the developed land is being made available to all entrepreneurs.

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New Delhi has witnessed a tremendous growth since the period of independence, doubling its population. This unprecedented growth of Delhi has made Delhi to reach a population of 138 lakhs in 2001, which is much higher than the planned capacity of Delhi. This has resulted in enormous congestion on the roads in Delhi and therefore has flushed out the population to the National Capital Region (NCR) on the outskirts of Delhi. The implication of this is the rapid growth of cities in the NCR like Gurgaon, Noida, Greater Noida, Ghaziabad and Faridabad. Gurgaon, the sixth largest city in the State of Haryana, has the unparalleled advantage of being located at a distance of only 30kms from New Delhi and is situated very close to the domestic and international airports. Further, the proactive approach of the Govt. has facilitated involvement of private sector for the development of the area, which has resulted in high quality commercial offices and habitation of international class. Gurgaon has emerged as a preferred investment destination for both IT and ITS/BPO companies. Since there is scarcity of land in the existing Gurgaon Development plan, the Govt. of Haryana has now added Manesar also as a new area for development. Inspired by the Chandigarh town-planning model, the new Gurgaon-Manesar Urban Complex (GMUC) Plan 2021, the development plan for the region, aims to keep population density in the newly covered areas lower than in the old. The focus is on having green cover, increasing residential space, enhancing commercial space and improving inter-city connectivity with Delhi, other NCR towns and intra-city conectivity within Gurgaon- Manesar area.
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1.2 Study Area

Gurgaon started as a Notified Area Committee for the Hidayatpur Chhaoni Estate in 1899-1900. It was a Class II Municipal Committee in 1950 that was set up for Gurgaon and in 1969, it was transformed into the Class I Municipal Committee. Gurgaon has recently attained (2008) the status of a Municipal Corporation. Gurgaon- Manesar Urban Complex extends to an area of 370.69 sq. km comprising of Gurgaon Corporation, Haryana Urban Development Authority area and Haryana State Industrial and Infrastructural Development Corporation area in presented in Figure 1.1. Manesar. The study area is

1.3 Demographics
The population growth rate in the urban complex recorded a natural growth until 1991. Since 1991, public sector and licensed colonizers in private sector are the thrust for achieving planned development and high population growth rates in the GMUC. The past population growth observed in GMUC is presented in Table 1.1. The estimated population for 2008, based on secondary sources for GMUC is about 16 lakh, which is double than the Govt. records.
Table 1.1: Past Trend Population in Gurgaon Manesar Urban Complex
Year GMUC Area Decadal Growth ((%) 1981 100,877 1991 135,884 34.70 2001 416,681 206.64 2008* 1,664,600 (Source: Census, Note *_ Estimated based on domestic connections of Haryana electricity department multiplied with average households of the area).

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Figure 1.1 Study area As per the Development Plan 2021, prepared by the Haryana Urban Development Authority, the Gurgaon-Manesar Urban complex will accommodate a population of 43 lakhs. Major contributors of population growth will be the proposed world class industry specific parks and special economic zones. In 2001, the population density of GMUC was 1,124 persons/ sq. km. The density of the zones varies with land use such as proximity to the transport corridors, commercial centers and prime residential areas. As per the estimated population from secondary sources, the present population density is about 4,400 persons/ sq. km.

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1.4

Economic Structure and Growth Drivers

Gurgaon has developed as an industrial, IT, BPO and commercial hub. Multinational companies, large business houses, foreign investors, Non-Resident Indians (NRI) are continuing to invest in Gurgaon. The integrated approach in the Industrial Policy of Govt. 1999) to develop industrial infrastructure, have boosted up the industrial sector in Gurgaon. There are around 260 large and medium scale industrial units and 8000 small-scale units spread over an area of 370 sq km. In addition to the city of Gurgaon, IMT Manesar also has been developed as a satellite industrial town. Types of major industries in Gurgaon are: i. ii. iii. iv. v. vi. vii. viii. ix. Engineering and Automobile Chemicals and Pharmaceuticals Plastic and Rubber Leather and Leather Products Textile and handloom Readymade garments Food Processing and Agro based Electrical, Electronics and telecommunication Information Technology & BPO Industry

1.4.1 Growth of Manesar

Manesar has become the home to global industrial units and now an integrated part of the millennium city, it's a mega-city in the making. With the commercial and residential hub in Gurgaon city and the industrial base in Manesar, the entire district is expected to gain an upper hand over Noida in the NCR. Managed by Haryana State Industrial and Infrastructural Development Corporation (HSIIDC), the industral area is spread over 5,000 acres. Manesar is located on the intersection of NH-8 and the proposed Kundli-Palwal-Manesar Expressway; it is extremely well connected to both Delhi and Gurgaon. It is just 32 km from the international airport, 8 km from Gurgaon, and 45 km from Connaught Place. This has made it a great favourite with foreign investors who have set up about 450 industrial units here. Under the integrated development plan, the residential sectors in Manesar has increased from one to four to

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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex

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allow the staff to stay around the industrial units and be able to simply walk to office. For developers also, Manesar has become a hot destination.

1.4.2 Growth Drivers

Haryana Govt. has taken many initiatives to boost the economic growth of the region. Some of the major ones are described below. Kundli- Manesar- Palwal (KMP) Global Corridor and prposed developments along the corridor Development of Special Economic Zones (SEZs): Major SEZs are proposed around Gurgaon- Manesar area are Reliance Haryana SEZ (RHSEZ), Raheja SEZ, DLF Cyber SEZ, Raheja Engineering SEZ, Uppal SEZ, Emmar MGF SEZ, DLF SEZ, IREO SEZ, etc The proposed DLF Cyber city is expected to generate about 5 lakh employment by 2011 and the RHSEZ about 23 lakh employment. The future growth directions are presented in Figure 1.2.

Figure 1.2 Future Growth Directions of GMUC

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1.5

Objective of the Integrated Mobility Plan

Given the growing level of Gurgaon- Manesar Urban Complex, a comprehensive study is required to integrate all/some of the ongoing/proposed land use and transport infrastructure proposals towards a strategic direction. This exercise is being undertaken as per the National Urban Transport Policy, Ministry of Urban Development guidelines, which mandate the city to prepare an overall transportation/mobility plan which is integrated with the land use plan and that spells out the projected mobility needs of the city as also the manner in which such mobility needs are proposed to be met. The focus of the study is to establish the existing transportation scenario, as well as to project passenger and freight mobility requirements for the future, keeping in view the attributes like population, employment, business, commerce, industry, growth of the city, upcoming SEZ and other developments proposed in the Development Plan prepared for Gurgaon- Manesar Urban complex by the Department of Town and Country Planning, Govt. of Haryana. The objective of the Integrated Mobility Plan is to develop a transportation vision, set goals and objectives based on the defined vision and develop specific actions in the form of short, medium and long term transportation improvement proposals that will achieve the transportation vision for the area. The Mobility Plan will emphasize the movement of people and goods, not just motor vehicles, and so will give due priority to public transit, travel demand management and non-motorized modes.

1.6 Objective and Scope of the Study

The objectives of the Study are: To develop transportation vision for the Gurgaon- Manesar urban complex with specific transportation goals and objectives. To evaluate the current travel demand characteristics. To identify mobility issues. To develop a Travel Demand Model to evaluate current travel characteristics of the city and forecast travel growth for a perspective of next 20 years. To identify the current and future transportation needs of the city.

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To evaluate the existing proposals based on a set of criteria aligned with the citys long-range transportation goals and objectives. To develop a transportation mobility plan that would address integration of land use and transportation, integration of modes, pedestrian facilities, nonmotorized facilities, parking facilities, development of public mass transit system for the city etc. The purpose of the plan will be to achieve the goals and objectives of the transportation vision for the city.

Prepare preliminary cost estimates for all proposals identified in the mobility plan.

Scope of the present study is summarised as follows: A brief description of the current traffic and transport situation Likely growth in the next 20 years, with potential new areas for development A layout of the mass transport/public transport system that should be put in place A listing of the public transit stations and terminals required A listing of associated and stand alone parking complexes to be taken up Recommendations with regard to movement of freight and location of truck terminals Recommendations with regard to the management of the public transport system and the para -transit system Recommendations with regard to the co-ordination of the transport systems for the city Recommendations with regard to new areas that can be taken up for development to accommodate population and suggestions for proper connectivity with these areas Recommendations with regard to shifting of old facilities and utilities as may be required Recommendations with regard to improvements in the existing bus services Recommendations with regard to new roads, flyovers, rail over-bridges, etc that need to be taken up Recommendations with regard to improved signages, junction improvements, etc
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Recommendations with regard to footpaths and movement of cycles / cyclerickshaws Recommendations with regard to improvements in para-transit Recommendations with regard to the development of suburbs and better connectivity with the existing and potential new suburbs An overall mobility vision for the city containing any other items not specifically mentioned above but that may emerge as essential after due study.

1.7 Organization of the Report

This Draft Report of the study is organized in seven sections including this introductory section. Other sections contain the following: The present traffic characteristics of the study area are presented analysed in Section II. The proposed short-term improvement proposals are detailed in Section III. The transport demand model development, demographic projection and land use strategies, forecast under do- minimum scenario are described in Section IV. The transport strategies, evaluation and results are presented in Section V. The elements of the integrated mobility plan are detailed in Section VI. The block cost estimated and the proposed institutional framework is presented in Section VII.

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2 Present Traffic Characteristics

2.1 Introduction
The data collected through secondary and primary surveys have been analysed to assess the present traffic and transportation scenario in the study area and to identify the deficiency is in the present system. The data and findings of various surveys are described in the following sections. Detailed data analysis is presented in Annexure 2.1. Apart from the crucial house hold interview surveys, the following surveys were undertaken to develop/update the traffic and transportation data for the study: 1. Road network inventory surveys 2. Screen line volume counts 3. Junction turning counts 4. Cordon count and OD surveys 5. Speed and delay surveys 6. On-street parking surveys 7. Off- street parking surveys 8. Pedestrian count along the roads 9. Pedestrian count crossing roads/ junctions 10. IPT passenger interview surveys 11. Cyclist interview surveys 12. Inter city & local Bus passenger count and OD for both boarding and alighting passengers 13. Topo surveys Secondary data required for the study has been collected from various sources primarily from the Government/planning organizations of the study area. The secondary data collected from the listed agencies include: Development Plan for Gurgaon- Manesar Urban complex, 2021 Village-wise Census details of Gurgaon- Manesar Urban complex for 1981, 1991 and 2001 and projected population for 2021 Present (2001) and 2021 land use plan

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Ward and sector map of the study area Sector-wise employment distribution for present and 2021, Vehicle registration details for Gurgaon for past 5 years, Accident data for past five years. Details of on-going and planned projects for the study area and relevant reports prepared for the improvement of traffic and transport problems of the study area,

Details of proposed SEZs in the study area, DMRC proposals, DLF metro, etc

In addition to these details, information like the bus routes, both city and interstate, with daily trips, fare, share auto routes and fare, current fuel price in Gurgaon, etc have also been collected through field surveys.

2.2

Trip Characteristics

The house hold interviews conducted in the selected 3000 house holds (residents) of the 126 sectors of GMUC area, including the existing villages surrounding the city. The samples were collected from the designated traffic analysis zones in the study area using random sampling technique. The samples cover all types of income groups including LIGs. The survey revealed that average household size is 3.81 for the entire area. The average trip rate of residents of GMUC (all modes) is found to be 1.19 and the average trip length is 7.1 Km. The summary of survey findings are given in Table 2.1.
Table 2.1: Summary of HHI Survey Results
Item Average House Hold size Average Household Income (Rs.) Average Trip length by all modes Per Capita Trip Rate (All modes) Per Capita Trip Rate (Motorised) Mode Share (%) Walk Cycle Cycle rickshaw 23 8 2 Results 3.81 11,000 7.1 1.19 0.86

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Item Two wheeler Car Bus (inter city & local mini bus) Auto Rickshaw & Share auto

Results 30 21 7 9

2.3 Through Traffic

The trip characteristics of vehicles crossing the outer cordon points is analysed from the outer cordon Origin- destination and count surveys. It is found that more than 70% of commercial vehicle trips and about 50% of passenger trips are bound between places beyond GMUC. The location- wise trips are presented in Table 2.2. It is seen that external trips (E-E category in the Table) is significant at all major corridors. These demands for ring roads/bypasses connecting all major corridors outside Gurgaon to segregate through traffic bound between places outside Gurgaon from traffic bound to Gurgaon.
Table 2.2 Percentage of Trips Originating and Destining between Sectors
Location On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari On Pataudi road On Basai road On Daulathabad road On Najafgarh road Old Gurgaon Road Commercial Vehicles (%) Total E-E E-I & I-E 76 24 100 59 41 100 76 24 100 81 19 100 78 22 100 58 42 100 54 46 100 92 8 100 55 45 100 91 9 100 E-E 43 72 69 70 64 22 45 47 30 65 Passenger Vehicles (%) E-I & I-E Total 57 100 28 100 31 100 30 100 36 100 78 100 55 100 53 100 70 100 35 100

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

2.4

Truck Movement

The average daily truck movement occurring from major industries located in Gurgaon area is presented in Table 2.3. About 900 trucks are entering and leaving Gurgaon in a day from/to these industries. On an average daily about 5000 trucks enter and leave Manesar industrial estate. About 13% of vehicles crossing the outer cordon points of
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the study area, which constitutes about 40,000 vehicles, are goods vehicles in which about three- fourth of goods vehicles move between places outside of Gurgaon. Even with such demands, truck terminal are not available in Gurgaon. During the day, these vehicles are parking along the roads near industries, which create traffic problems on these roads. Also the mobility issues of these trucks/trailers also a concern in Gurgaon.
Table 2.3 Trucks entering and exiting from Major Industries in Gurgaon
Industry Name Maruti Udyog Hero Honda Honda Ranbaxy Oriant Purolutor Cabril Sunoem Auto Ltd. Tilda Rice Land OM Logistics Ltd. Total (Source: Secondary data) Truck Entry and Exit/Day 360 120 50 20 30 30 50 60 70 90 880

2.5

Junctions

Turning movements are high at many junctions, especially those along the expressway (below the expressway). The junction turning count conducted at 11 junctions in the study area identified that IFFCO Chowk, Rajeev Gandhi Chowk, Sukrali Chowk, Shankar Chowk and NH8 Manesar Industrial estate Chowk have peak hour traffic higher than 10,000 PCU.
A View of Sethi Chowk A View of Rajiv Gandhi Chowk

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As per IRC 91- 1981, a junction with traffic above 10,000 PCU/hour requires grade separation as a medium term traffic management measure. Among these junctions, IFFCO Chowk, Rajeev Gandhi Chowk and Shankar Chowk are located under the elevated NH8 expressway; hence grade separation in the form of under passes is only possible. IFFCO Chowk is the only signallised junction, but is operating without pedestrian phase though pedestrian movement is very high during peak hours. Except Lt. Atul Kataria Chowk, all junctions lack foot path. All these junctions lack markings and signage and safe pedestrian crossing facility. The peak hour traffic details of the junctions are summarized in Table 2.4.
Table 2.4 Peak hour traffic details of the junctions
Sl. No. 1 2 3 4 5 6 7 8 9 10 11 12 Junction Name IFFCO Chowk 19.00-20.00 Lt Atul Katariya Chowk 19.30-20.30 Fountain Chowk 9.00-10.00 Rajeev Gandhi Chowk 18.45-19.45 Sukhrali Chowk Saint Baba Prakash Puri Chowk Bhaktavar Singh Chowk 19.30-20.30 Sheetla Mata Marg Chowk 18.45-19.45 Basai Chowk 18.30-19.30 Shankar Chowk Sikanderpur Chowk NH8 Manesar Industrial estate Chowk 18.00- 19.00 17.45-18.45 7456 7488 7933 13977* 10074 10069 3986 4806 4741 4954 17.45- 18.45 10.15-11.15 3047 4673 3733 5319 9284 11645 8472 11592 5810 7133 8627 11018 Peak Hour 19.15-20.15 Peak Hour Traffic Nos. 12637 PCU 13829

(Note: *- High difference between PCU and no. of vehicles, when compared with other locations in India, is due to higher share of commercial vehicles)

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

2.6

Non- motorised Transport Facilities

Slow moving vehicles and pedestrians form the non- motorised traffic (NMT).

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2.6.1 Footpath
Road inventory surveys revealed that 23% of the major roads in Gurgaon are with footpath. However, these footpaths are encroached by hawkers and vendors or with obstructions like transformers and trees. Also the foot path, not continuous on many roads. Pedestrians are forced to walk on the carriageway in many locations. We could conclude that the roads with useable footpaths is significantly comes down than the 23% observed.
Pedestrian walking on Old Gurgaon Road though footpath is present Condition of Footpath Cum drain on Old Gurgaon Road

Bus stand road, Sadar Bazaar road, Vishwakarma road and MG road are the locations with high pedestrian movement. Pedestrian count along the road has been carried out at 9 locations in the study area. Summary of the count details are presented in Table 2.5. The survey has been carried out on a working day; the numbers will be much higher on weekends, especially on MG road and Vishwakarma road.
Table 2.5 Peak Pedestrian Count along the roads Sl. No. 1 2 3 4 5 6 7 Location Sadar Bazaar Road (near Fountain Chowk) In front of Gurgaon Bus stand Old Gurgaon Road MG Road (B/w Faridabad & Nathupur Road) MG Road (B/w Faridabad & IFFCO Chowk) Mata Mandir Road Sohna Road ( near Sethi Chowk Peak Hour 18.45-19.45 9.00-10.00 17.45-18.45 8.00-9.00 8.00-9.00 8.15-9.15 11.30-12.30 Peak Volume 1312 1755 999 1089 911 796 776

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Sl. No. 8 9

Location Vishwakarma Road Khandsa Road

Peak Hour 18.45-19.45 18.45-19.45

Peak Volume 1120 961

2.6.2 Pedestrian Crossing Facilities

Limited pedestrian crossing facilities are available in Gurgaon. Grade separated pedestrian crossing (FoB) is available only on Sheetla Matha Mandir Marg. locations with heavy There are many crossing and pedestrian

without any safe facility. They include major roads, major junctions like IFFCO Chowk, Fountain Chowk, Rajeev Gandhi Chowk, Sethi Chowk, Shankar Chowk, Vishwakarma Chowk, Sukhrali Chowk, etc. Also safe crossing facilities are absent near bus stand, market, educational institutions, hospitals, etc. Some of these critical locations need grade separated pedestrian facility. Also pedestrian crossing across NH8 expressway is found very difficult and dangerous due to absence of any safe crossing facilities.

2.6.3 Slow Moving Traffic

Slow moving traffic is also found significant on the roads in Gurgaon, especially in the old town area. The share of slow moving vehicles (SMVs) on roads in Gurgaon (cycles, cycle rickshaws & carts) varies between 5% and 20% during peak hours. But no separate lanes are available for SMVs on any road in Gurgaon. This forces slow moving vehicles to share the main stream and lead to unsafe traffic conditions.

2.7

Parking Facilities

Heavy parking demand is observed on MG road, Vishwakarma road and Cyber park area. Unorganized and haphazard parking is present on many roads especially on Railway station road near Fountain Chowk and Sethi Chowk. In the absence of adequate on- street parking facilities, vehicles are parked on the streets haphazardly
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interfering with the flow of traffic. offices and malls.

On MG road, the service roads are fully occupied

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

From the survey it is understood that more than 80% of the vehicles are parked for short period (less than one hour). Short term parkers are predominant at commercial areas. About 11,000 vehicles are observed parking on various locations in Gurgaon in a normal working day. LCV parking is observed on Railway station road. Maximum parking is observed on MG road (about 3600 vehicles in a day). Gurgaon ULB proposes to set up multi-level parking lots at three main city areas. Multi-level parking lots are planned near the mini Secretariat, the Sector-29 commercial complex and on Kaman Sarai on Sohna road. HUDA also proposes seven multi-level parking facilities in Gurgaon before the 2010 Commonwealth Games. These would be built in sectors 10, 29, 43, 47, 48, 52 and the City Centre.

2.8

Journey Speed and Delay

Following observations could be made from the speed and delay survey conducted along major corridors in the study area. Average journey speed observed on roads in the study area (excluding the expressway) is about 23 kmph, while average running speed is about 25 KMPH. Minimum journey speed is recorded on Railway Station road i.e.; 14 KMPH during peak hours. The delays on traffic flow are mainly due to Junction delay, un- controlled pedestrian movement, improper location of bus stops and bad road condition.

2.9

City Bus Transport

As per the

Gurgaon lacks proper organised public transport for local transport. operated between Gurgaon and various States daily.

information collected from Bus depot in Gurgaon, there are about 125 interstate buses The total number of

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schedules/trips made by these buses, including the buses plying in the State, makes a total of about 600 trips per day. About 100 private mini buses are being operated from Gurgaon bus stand to various towns/villages in the vicinity such as Nagafghad, Bahadurpura, Maruti Udyog, IMT Manesar, Pataudi, etc. destinations. A very good initiative taken recently by Government of Haryana is about 20 CNG operated buses for intra city movement and on Delhi Gurgaon route. The number will go upto 40 buses by the end of this year. These buses are operated from the Gurgaon bus stand, and plying between 6 am and 10 pm. These buses are making two to three trips daily to these

2.10 IPT Transport

Intermediate Public Transport (IPT) is very predominant in Gurgaon as Gurgaon does not have organized city bus transport. As of 2007, there are about 8000 auto rickshaws run through the roads of Gurgaon. This includes about 1000 share autos also. Share autos currently serve as the public transport mode of Gurgaon. They operate from various places in the city, such as Bus stand, IFFCO Chowk, Fountain Chowk, Railway station, etc. Though they are large in number and serve the public transport need at present, they are not organized or have designated locations for parking and stops.

2.11 Bus Terminal

The interstate and local mini buses are operated from the bus terminal located near Fountain Chowk. The following problems are observed in the bus stand operation: The area available is limited. Access roads leading to the bus terminal are narrow and encroached by parkers, hawkers and shop keepers. Inadequate facilities within bus terminal in terms of bus bays, boarding alighting platforms and circulation.
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The entrance and exit is very narrow and the approach roads congested. No parking space present for two wheelers, cars, auto rickshaws, which are found, parking around Fountain Chowk.

The intercity, interstate and mini bus services are operated from the city currently. The bus terminal is located in the heart of the city, which need to be relocated to city fringes in the future.

2.12 Traffic Safety

Traffic accidents on roads in major urban areas have become a matter of great concern to all. From the figures available with the traffic Police, Fatal accidents form about half of the total accidents recorded. Accident statistics recorded for the past five years is presented in Table 2.6. During this period, the number of accidents is increased at the rate of 6% per annum. The trend in accident growth is presented in Figure 2.1. A drop in the number of fatal accidents is observed during 2007 than the previous year. As per traffic police, junctions such as IFFCO Chowk, Sukhrali Chowk, Rajeev Chowk, Manesar Chowk, etc are the accident prone locations in Gurgaon.
Table 2.6 Accident Statistics Sl. No. 1 2 3 4 5 6 Year 2003 2004 2005 2006 2007 2008 (Till May) Fatal 261 278 314 362 298 175 Injury & others 204 221 250 268 305 155

(Source: Traffic Police, Gurgaon)

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400 no. of Accidents 350 300 250 200 150 2003 2004 2005 Year
Fatal Accidents Injury Accidents

2006

2007

Figure 2.1 Trend in Accident Growth in Gurgaon

2.13 Connectivity with New Delhi

The three roads connecting Delhi and Gurgaon are the NH8 expressway, MG road and Old Gurgaon road. As per the count conducted at these three roads, the daily PCU on these road sections between Delhi and Gurgaon is in the order of 1.3 lakhs, 0.7 lakhs and 0.5 lakhs on NH8, NG road and Old Gurgaon road respectively. This is only bound to increase in the future. Initiatives to meet this demand Delhi Metro Extension to Gurgaon: Plans to extend the Delhi Metro from Ambedkar Colony in New Delhi to Sushkant Lok in Gurgaon (Phase 1: 14.5 kms) have now been formally approved by both Delhi and Haryana Governments. The construction work is moving at a fast pace and expected to be fully functional by the year 2010. Gurgaon will have stations at Garden Estate, Sikanderpur, DT City Center, IFFCO Chowk and Sushkant Lok. DMRC in the revised master plan- 2021, has proposed a metro link connecting the Sushkant Lok station with Dwaraka line (sector 21) as part of Phase III (refer Figure 2.2).

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New Road Proposals between Delhi and Gurgaon: The development plan- 2021 proposes a number of new roads to improve the mobility between Delhi and GurgaonManesar Urban complex (refer Figure 5.3).

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

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2.14 Connectivity between Gurgaon and Manesar

The connectivity between Gurgaon and Manesar is also critical as both the areas are expected to grow together. There are three roads, connecting Gurgaon and Manesar. They are, NH8, Khandsa road and Pataudi road. But currently, the connectivity is provided mainly by the expressway. The road condition of the other two roads is poor. As mentioned above, the expressway carries heavy traffic, new ways of connecting Gurgaon and Manesar need to be proposed. Currently, mini buses are operating between Gurgaon and Manesar to meet the public transport need of the people. The truck traffic bound from/to various places also uses these roads to access Manesar.

2.15 Other Traffic Related Issues

There are a number of issues to be addressed in the mobility plan. Road condition: Many roads, especially in the South City, Sushant Lok, DLF City Phase I, are in bad condition. Also road stretches like Pataudi road, Basai road, Railway station road, Palam Vihar road; Old Gurgaon road, Vishwakarma road, etc are not in riding condition. Water Logging: Drainage facility is not present on many roads in Gurgaon, which is leading to water logging on the road. Proper drainage facilities are absent on road stretches of Old Gurgaon road, Railway road, Basai road, Faridabad road, Vishwakarma road, Basai road, Pataudi road, etc.

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3. Short- Term Traffic Management Measures

3.1 Introduction
With a view to improve the traffic situation without extensive investments and manage with the infrastructure facilities in the short time frame, based on the analysis of the data and reconnaissance, the recommendations are made in the following aspects that would not involve land acquisition, or be limited to the bare minimum.
Intersection redesign Footpath cum drains Pedestrian crossing facilities Parking Management Public Transport Plan Bicycle lanes Existing Market Regulation of Auto rickshaw Railway station ingress/egress regulation Cycle rickshaw regulation Enforcement

The proposals made in these areas are presented below.

3.2 Intersection Redesign

Road intersections present safety problems as accident rates are usually higher at intersections than at other sections of the road. Many factors affect accident occurrence at intersections, including traffic volume, traffic control, and frequency of access points, the number of legs, the speed limit, the median type and width, the number of traffic lanes, the existence of left-turn lanes, and the lighting level, as well as human factors. As such it is very critical that the intersections be properly designed.

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Topo survey was done on the major junctions to assess the present features on the junctions. Topo surveys were carried out for the following junctions. 1. 2. 3. 4. 5. 6. 7. 8. 9. Matha Mandir Junction Fountain Chowk IFFCO Chowk Sethi Chowk Prakash Puri Bhagat Singh Junction Basai Junction Rajiv Gandhi Chowk Manesar Chowk

It was observed that the junctions lack proper traffic management measures. So, in general, the following improvements were suggested at junctions as part of short term recommendations: Providing adequate corner radii Providing sufficient turning radii Flaring approaches towards intersections Providing channelizers / division islands Providing signs / lane markings / lighting Landscaping

The issues in management and recommendations specific to each junction are presented below. Similar junction improvements must be provided at other major junctions on major corridors.

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1.

IFFCO Chowk:

The junction is a 4-arm junction on NH8 formed by the intersection of the service roads on NH8 with M-G Road. The intersection is controlled by a four phased signal. Most of the approaches are three lane approaches. Just 300m east of the junction is another T-junction formed onNH8. The junction is designed with the following improvements; Restriction of through and right turn movements from the north-west approach (approach from Sukrali Chowk i.e., southbound direction). Only the left turn movements are allowed from this approach. The restricted movements are handled indirectly through the intersection east of the approach. Closure of selected U-turns Improved design of the channelising islands for the left turn traffic from NH8 into M-G Road on the south side of the intersection. Installation of pedestrian crosswalks Designation of Auto Parking Stand within the large channelising island. Improved phase and cycle lengths for the signal to account for the reduction in the signal phases. Improved signages

These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time. The intersection can continue to operate as signalized traffic junction until a grade separation alternative is implemented.

The improvement measures recommended for the Junction is presented in Figure 3.1.

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2.

Matha Mandir Junction:

The junction is a 3-arm junction near the Mata Mandir. The junction is formed by the intersection of Atul Kataria Road and Road from Fountain Chowk. The intersection is unsignalized. Atul Kataria approach is a 4-lane wide approach whereas the Bus-Adda Road is 2-lane approach. The issues at this junction are narrow approach, improper turning radius, absence of signs and markings, etc. The junction is designed with the following improvements: Widening of the approaches at the intersection area to increase capacity Installation of a channelizing island for left turning traffic towards Mata Mandir Installation of a non-motorized lanes Installation of pedestrian crosswalks Improved turning radius for the traffic movements Restriction of Parking at the intersection area. Improved signages

These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time. The junction warrants signals and recommended to upgrade to signallised junction in the near future. The improvement measures recommended for Matha Mandir Junction is presented in Figure 3.2.

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3. Prakashpuri Chowk: The junction is a 4-arm junction on Railway Station Road. The intersection is unsignalized with a traffic circle. Most of the approaches are two way with two lane approaches. The west side of the south approach has a 3.5 m wide service lane opening into the intersection area. The junction is designed with the following improvements:

Widening of the approaches to the traffic circle to increase capacity Increased circling carriageway width Installation of a non-motorized lane on the approaches Installation of pedestrian crosswalks Improved turning radius for the traffic movements Improved signages

These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time. The intersection can continue to operate as an unsignalized traffic junction but with police control during peak hours.
The improvement measures recommended for the Junction is presented in Figure 3.3.

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4. Fountain Chowk: The junction is a 4-arm junction at the Gurgaon Bus Stand road. The junction is also a very wide junction with very large channelizing islands. Traffic from the Bus Stand can only turn left on to Old Delhi Road. The junction has large number of pedestrians and vehicles using the junction. 6-Seater auto rickshaw stand exists on the west side of the junction. Traffic from New Railway Station Road currently turn left only and must make a U-turn at the Fountain Chowk to go towards Basai Chowk. The junction is designed with the following improvements Installation of one-way traffic circulation around the Fountain Chowk island Widening of the approaches around the Fountain Chowk to increase capacity Utilization of the extension of the New Railway Road south of Sadar Bazaar Road to form a part of the one-way traffic circulation Installation of one-way traffic circulation for the traffic arriving from Basai Chowk. Installation of a non-motorized lanes Installation of pedestrian crosswalks Improved turning radius for the traffic movements Relocation of Parking stands so they do not interfere with intersection operations Provision of wider footpaths on the Bus Stand side of the junction Improved signages Improved opportunities for U-turns

Redirection Delhi & Mehrauli destined buses from the bus stand towards Mata Mandir Chowk so that the intersection congestion is reduced. Also the signal warrant analysis shown that the junction warrants signals for traffic control. These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time.
The improvement measures recommended for the Junction is presented in Figure 3.4.
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5. Bhagat Singh Chowk: The junction is a T-junction on the Atul Kataria (Mata Mandir) Road with a traffic circle. The junction is a very wide junction with very large channelizing islands. Traffic movements between Mata Mandir Road and Road leading to Prakash Puri Chowk are major traffic movements. Road approaches of these two roads are wider compared to the other leg. There is a service road on the south side of the junction. The service road has an opening leads to unregulated traffic weaving between Mata Mandir road and Service road traffic movements. The junction is designed with the following improvements.

Installation of traffic roundabout instead of a traffic circle Widening of the approaches to the roundabout to increase capacity Increased circling carriageway width Installation of a channelizing island near the service road opening for regulation of traffic movements Installation of a non-motorized lane in the north side of the intersection Installation of pedestrian crosswalks Improved turning radius for the traffic movements Improved signages

These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time. The intersection will continue to operate as an unsignalized traffic junction but with a roundabout.
The improvement measures recommended for the Junction is presented in Figure 3.5.

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6.

Manesar Chowk:

The junction is a 3-arm junction on NH 8 at the entrance to Manesar Industrial Estate. The junction is formed by the intersection of NH8 and the industrial access road. The intersection is unsignalized. Currently large commercial vehicles access the industrial complex through the intersection. NH8 approach is a 4-lane wide approach and the industrial access road approach is a 6-lane approach. The traffic bound to the estate from both Jaipur and Gurgaon side is high and due to absence of separate lane for turning, the through traffic on NH 8 is getting delayed. The junction is designed with the following improvements Installation of continuous through movement lane for NH8 towards Jaipur direction Installation of a right tuning lane on NH8 for vehicles turning right into the industrial complex Installation of a acceleration lane/slip lane for right tuning lane from industrial access road onto NH8 Reduction in the large channelizing islands to accommodate the right turning lane on NH8 Increase in the weaving length on the access road at the nose of the channelizing islands. Improved signages

These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time. The intersection warrants signals for better traffic management. The improvement measures recommended for the Junction is presented in Figure 3.6.

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7. Basai Chowk
This four arm junction connects Pataudi road, Basai road, Railway station road (Madan Puri road) and Sadar Bazaar road. It is an uncontrolled intersection with no marking, signs and pedestrian facilities. All the approaches are two way and with two lane width. Medians are present on Sadar Bazaar road approach, Pataudi road approach and Basai road approach, but placed improper manner. Electric poles are located in the carriageway, obstructing the traffic movement.

The junction is designed with the following improvements Realignment of median on Sadar Bazaar road approach Extension of median on approaches on Sadar Bazaar road and Pataudi road and Basai road. Installation of median on Madan Puri road. Relocation of electric poles from the carriageway Provision of foot path and Cycle paths on all arms Improved signages and markings

These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time. The intersection warrants signals for better traffic management. The improvement measures recommended for the Junction is presented in Figure 3.7.

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8. Rajiv Gandhi Chowk

The four arm junction on Sohna road across NH8 expressway. It is a police controlled intersection with no signals. Medians are present to regulate traffic on Sohna road approaches and fenced medians are present under the NH8 flyover. An island is provided at the centre of the junction. traffic management measures are proposed:
Shortening of medians along NH 8 to provide sufficient carriage way width. Resizing of central island for better turning radius Channalising islands and realignment of medians on Sohna road Realignment of approach road towards Gurgaon

The following

Realignment of approach road towards Gurgaon requires certain extent of land acquisition. The junction warrants signal for better traffic control.
The improvement measures recommended for the Junction is presented in Figure 3.8.

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9. Sethi Chowk
The junction is a 4-arm junction formed by the intersection of the on Old Railway Road and Basai Road. The junction is designed with the following improvements Restriction of through and right turn movements from the east approach of Basai Road (approach from Fountain Chowk i.e., westbound direction). Only the left turn movement is allowed from this approach. Installation of pedestrian crosswalks Provision of NMT Lane. Improved signages

These improvements can be all accommodated within the existing right of way and consequently no land acquisition is envisaged at this time. The intersection can continue to operate as unsignalized traffic junction but with police control at peak hours.

The improvement measures recommended for the Junction is presented in Figure 3.9.

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3.3

Road Improvements

In general, roads in Gurgaon are in bad condition, with pot holes, edge brakes, etc., except few roads such as Palam Vihar road, Faridabad road, etc. Views of road condition in Gurgaon are presented. Problems identified are bad road condition, bad foot path cum drains, haphazard parking, encroachments heads Pavement strengthening Provision of paved shoulder Cross section improvements Provision of signs and markings etc. The proposed improvements come under the following major

The roads (about 200 Kms) proposed for road improvement is presented in Figure 3.10.

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Figure 3.10 Roads Proposed for Improvements

3.4

Footpath cum Drain

Most of roads in Gurgaon lack walkable foot path. Though foot path is available on some roads in Gurgaon, reconstruction/improvement is proposed except on Palam Vihar road, Faridabad road, etc. Also water logging is severe in many areas due to the absence of drainage facilities. that Therefore continuous it is recommended pedestrian

footpath-cum-drain network be provided or

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improved. It is expected that approximately 200KM of road length be The would provided road

with footpath. network proposed for construction/improvement of footpath cum drain is shown in Figure 3.11. A Detailed Project Report for each road shall be required to provide the exact location and design of the footpath cum drain on each road.

Figure 3.11 Roads Proposed for construction/improvement of footpath

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3.5 Safe Pedestrian Crossing Facilities

Pedestrian also need safe facilities to walk across the road. facilities like This includes at- grade crossings, pedestrian zebra

signals, etc and grade separated facilities such as Foot Over Bridges, subways, etc. As volumes of pedestrian and traffic increase, grade separated facilities are warranted instead of at grade facilities. At junctions on major roads, zebra crossings are proposed. It is proposed that in front of every school and transport terminals, at least one zebra crossing with pedestrian signals (flashing type) is proposed across the road. In Gurgaon, crossing facilities are required at few locations on NH 8 expressway also. These are in addition to the pedestrian crossing facilities recommended at the junctions (refer section 3.2) Locations of safe crossing facilities proposed are presented in Figure 3.12.

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Figure 3.12 Locations Proposed for Safe Pedestrian Crossing Facilities

3.6 Bicycle Lanes

Cyclists using the carriageway along with motor vehicles and other road traffic, cause hazards for themselves. This is particularly true when cycle traffic is more. Under such circumstances, it is necessary to segregate cyclists from other traffic.

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Overall Benefits of Cycle Way Network

Provision of cycle track would enable the urban poor to use the cycle mode which is within their level of affordability. Segregation of bicycles from fast moving traffic will improve safety of both these groups and increase the capacity of the roads. Improvement in the quality of urban environment Saving in fuel consumption.

It was found that cyclists constitute about 5% to 20% of the trips in Gurgaon. Bicycle trips were found to be higher on the roads in old city. use by the cyclists. It is necessary that facilities be provided for exclusive Usually, the cycle lanes provided are not utilized properly due to poor maintenance of the facility, encroachments and slack enforcement, and hence, the cyclists end up using the carriageway itself along with other vehicles. Roads proposed with Cycle paths are presented in Figure 3.13. Cycle path is proposed at all junctions crossing these roads also. The total road length proposed with cycle path constitutes about 100 Kms of the present road network.

Figure 3.13 Roads Proposed for Cycle paths

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3.7 On- Street Parking Management

An appropriate parking scheme should be evolved for maintaining the unique, economic, social, and environmental character of Gurgaon town. Proposal for parking strategies in an urban area should consist of the following objectives, in general: Minimizing the harm to local business that depend upon visitors to the area Maintaining continued reasonable level of access to the attractions of the area and facilitate all types of short term visits to the area Achieving comprehensive rather than piecemeal improvements to avoid the problems Be simple to introduce, to understand, and to manage Be flexible enough to adjust to changing circumstances On-Street parking and its regulation will be an important aspect of the overall parking policy of a town. The Municipal authorities have to identify designated parking areas for autos and cycle rickshaws. These can be near terminals, markets, offices etc.
On-Street Parking Management

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

1. Intersections - Vehicles should never be allowed to park within 50 meters of a major intersection. While the prohibition can be justified on road capacity considerations, even more important is its safety, i.e., the vehicles and the pedestrians must have adequate sight distances while large commercial vehicles must be given sufficient space to negotiate the left hand turns. 2. Narrow Streets It will be necessary to have kerb parking management measures because of the relative narrowness of streets in relation the needs of the moving vehicles. Parking should not be permitted on two-way carriageways in the central areas especially which are less than about 5.75 meters wide and on one-ways which are less than 4 meters wide.

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3. Drive ways Parking should not be permitted in front of the drive ways from the houses and other buildings. 4. Pedestrian Crossings For safety reasons, parking should be prohibited on or adjacent to pedestrian crossings (within 8 meters). 5. Priority Locations Parking should never be permitted at kerb locations where priority is to be given to public services. For example, parking should be avoided at or adjacent to the bus stops etc. Keeping the above described parking management strategies in mind, the following recommendations are made regarding the parking management for Gurgaon City: To restrict parking on major carriageways of roads with service roads, such as on MG road (between IFFCO Chowk and Vishwakarma road), New railway road( between HUDA Shopping Complex and Sadar Bazaar road) , Golf Course Road (between Gymkhana Club and Ashoka Crescent road), etc, with allowing one side parking on the service roads. Parking restriction on Sadar Bazaar road to ease traffic congestion. Designated parking lots should be proposed on one side of Railway road (between Railway station and HUDA Shopping complex), Khandsa road (between Hira Nagar and Udyga Vihar Phase VI), Pataudi road (between Basai Chowk and Himgiri Public School), Basai road (between Sethi Chowk and Krishan Nagar), Bus stand road (between Fountain Chowk and Matha Mandir Chowk), Jharsa road (between NH 8 and HSIDC Housing Complex), Sohna road (between Rajiv Gandhi Chowk and Islampur), Arya Samaj road (between Fire station and Cremation Ground), Vikas Marg ( between May Field Gardens and Girls School) and Sushant Lok road (between DLF Golf Course and Sun City). Parking should be restricted on the other side of these roads. At all major intersections vehicles should not be allowed to park within about 50m of the junction if feasible

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Introduce paid parking facility on the parking zones No parking for Buses, Commercial vehicles and other vehicles anywhere on major roads within the city limits

Parking should not be permitted in front of the driveways from the houses and other buildings.

Introduce paid parking schemes with a view to discourage long term parkers as well as regulate parking. Integrate parking with public/mass transport terminals and stations by way of park- and- ride facilities

The roads proposed for on-street parking management is presented in Figure 3.14.

Figure 3.14 Roads proposed for On-street Parking Management

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The recommended parking policies would help to manage parking on the roads to enable smooth traffic flow for a short duration. In order to handle the issue on a long time frame, multi-storied parking lots are essential.

3.8

Off- street Parking Facilities

Maximum hourly parking demand observed at various locations surveyed in Gurgaon are presented in Table 3.1.
Table 3.1 Peak Parking Demand
No. 1 2 3 4 5 6 7 8 Location On-street Cyber Park near HUDA Shopping Complex Fountain Chowk Sethi Chowk Railway Station road Vishwakarma Road New Railway road (near New Colony) MG road Off-street 9 Near Mini Secretariat 10 Near Power Grid 11 Off-street of Vishwakarma road (PCE- Parking Car equivalents) 126 30 54 86 25 80 26 181 42 47 55 Peak PCE

Based on the parking demand observed and the proposals by the Corporation and HUDA, off-street parking sites are proposed at the following locations in Gurgaon. They are;

On MG road (location to be identified) On Vishwakarma road near Erricson In Sector 29 (Near Power Grid) In Sec 15 (Near Mini Secretariat) Present Bus terminal site Near Cyber Park In sectors 10, 43, 47, 48, 52 and the City Centre.

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3.9

Public Transport

Immediate implementation of local public transport is essential for Gurgaon. Hence it is recommended starting organised bus operations through major corridors of Gurgaon. Bus shelters: It is proposed to have bus stops at every 500m distance in the CBD area and about 1kms distance for other areas. The proposed Bus Corridors with bus stop locations (about 160 nos.) proposed for construction of bus shelters are shown in Figure 3.15.

Figure 3.15. Bus stop locations proposed with bus shelters

Bus Route Plan: As a short-term plan, the buses are proposed to operate from the present bus stand located near Fountain Chowk. The bus stand currently accommodates the Mofussil buses also. When the new bus operations also start, the approach roads to the bus stand, especially Sadar Bazaar road and Fountain Chowk will be very congested. In order to handle the situation, re-routing of the buses from/to the bus stand is recommended. It is proposed to use Lt Atul Katariya road or Matha Mandir road, instead of Sadar Bazaar road for all buses accessing and starting from the bus stand. Buses towards Delhi side can use the Bus stand road and continue through Lt Atul Katariya road and either NH8/ Old Gurgaon road/MG road/ Palam Vihar road. While buses towards Jaipur, Sohna, Pataudi,
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Basai and Khandsa can use Bus stand road and then Matha Mandir road (left turn), Railway road to access the respective road. This routing will not only regulate the services but also relieve congestion from the core city area. The proposed bus routing is presented in Figure 3.16.

Figure 3.16. Bus Routing from the Bus stand

Mobility Issues of BPO Industries: The proposed bus transport plan include public transport services on all major roads in Gurgaon. In normal case, the buses will operate till 10pm in the night. Since Gurgaon accommodate large umber of BPO industries, which work in the night also, the mobility of these employees in the night is an issue. It is recommended to run the transport services in the night to the BPO areas. It is also suggested that the BPO industries to provide shuttle services to the nearest bus stop in the night also.

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3.10 Traffic Management for Market Area

Gurgaon market is located in the heart of the city, due to which Sadar Bazaar road and the surrounding area is getting congested. In order to relieve the market area from congestion, it is proposed to provide one- way street system (refer Figure 3.17). Also it is proposed to restrict on-street parking on Sadar Bazaar Road and the roads proposed as one ways should have at least 5.5m width.

Figure 3.17. Traffic Mangement Proposal at Market Area

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3.11 Regulation of Cycle Rickshaws

In Gurgaon, the citizens have to use cycle-rickshaw to commute from one location to other because of poor connectivity of bus service and six-seater service. The problems associated with the existing cycle-rickshaw service are as follows: Fair charged by cycle-rickshaw drivers are not standardized. Many times cycle-rickshaw drivers charge more when they find that passengers are in real need or passengers dont have any other choice. Often, commuting using the cycle rickshaw is not safe, especially in following cases due to the absence of separate NMV lanes: a) b) Crossing the roads with heavy traffic. Roads having sharp turns.

Commuting using a cycle rickshaw is very costly and only rich people can afford cycle rickshaw service. The owners and drivers of the cycle rickshaws are not police verified for their behavior, character and antecedents.

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

Fares of cycle rickshaws and registration of the vehicles must be regulated Enforce cycle rickshaws to use the NMV lanes They must also be provided with parking stations at bus stand, railway terminal and near commercial areas.

3.12 Regulation of Auto rickshaws

To offset the absence of public transport services, 3- seater auto services must be encouraged and regulated. They must be provided with appropriate parking stands at the following locations. Near Fountain Chowk near IFFCO Chowk On MG road On Vishwakarma road On Railway station road

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

3.13 Enforcement
Strict enforcement equally matters with providing sufficient road infrastructure / furniture for safe and better traffic management when it comes to safe driving habits. Educating the drivers to follow and respect the traffic rules is also important. Traffic police is regulating traffic at critical junctions in Gurgaon. After the junction improvements are made and a few signalized, the police could be used for the enforcement actively. If deemed necessary, the department should be strengthened. The traffic police division should also be provided with enough numbers of necessary equipments like speed radar guns, patrol vehicles etc. for better enforcement. Spot fines for the traffic offenders would also be a deterrent and would ensure better road discipline.

3.14 Block Cost Estimation for Short- Term Measures

The block cost estimated for the above short- term measures is about Rs. 653 Crores. The details are presented in Table 3.2.
Table 3.2 Block Cost Estimated for short- term Traffic measures
Rs. in Crores Item No Bus Fleet 1 Junction Improvement 2 Bus shelters 3 Carriageway widening with SMV lanes 4 Foot path cum drain 5 Traffic & Pedestrian Management measures (Signages and Markings) 6 Flyovers/Underpasses 7 Pedestrian Crossing Facilities (grade separated) 8 Off-street Parking sites 9 Total Total Quantity 300 20 160 200 200 200 6 8 12 Unit No. No. No. Km Km Km No. No. No. Rate 0.50 0.25 0.15 1 0.45 0.04 20 1 4 Cost 150.0 5.0 24.0 200.0 90.0 8.0 120.0 8.0 48.0 653.0

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4 Forecast Traffic Scenario

4.1 Introduction

Gurgaon district is located in Haryana state and part of NCR of Delhi. It is the southern-most district of Haryana. On its north, the district of Rohtak and the Union Territory of Delhi. The name of this town emerged on the world map in 1972, when world famed Maruti Industry was setup in Gurgaon with the collaboration of Suzuki Company of Japan. Now with the coming up of multinational companies like Hero Honda motor, Honda Motors Ltd, Denso etc. in automobile sector and Microsoft, I.B.M. Nokia, Canon, Dupont, Sapient, British Airways, American Express, ABN Amro Bank, Alcatel, Nestle, Convergys, Hewitt, Vertex, Fidelity Investment, E. Vallue, Keine World India, Becton Dickinson India Private Limited in software development sector; the Gurgaon Manesar Urban Complex (GMUC) has become abode of international companies. As a result, the biggest cyber city of India spreading in an area of about 90 acres in addition to numerous cyber parks are being developed within 15 km from the international airport by the private sector to accommodate the needs of software development units of multinational companies.

4.2

Development Plan Outline

The department of Town and Country Planning Department of Haryana State prepared the final development plan for Gurgaon - Manesar Urban Complex which was approved on 5th February 2007, as per the notification No. CCP (NCR)/FDP(G)2007/359. The Development Plan controls the developments in GMUC area till 2021. To achieve the planned development, the Haryana Urban Development Authority and licensed colonizers in private sector are coordinating with the Town and Country Planning Department to make the developments a reality. described in Annexure 4.1. Development Plan Outline is

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4.3

Development Plan- 2021: Population Projections

As per the Development Plan 2021, Haryana Urban Development Authority, which was prepared in 2007 for GMUC, has estimated 43 lakh population in the Gurgaon - Manesar Urban Complex by the year 2021. The additional population will be expected from industrial developments in Gurgaon- Manesar Urban Complex and upcoming surrounding SEZs like Reliance, Raheja, Uppal, IREO and DLF etc.

4.4

Development Scenarios Considered

For the present study, to analyse the transport characteristics in the future, two scenarios were worked out, such as Aggressive scenario and Moderate scenario. In Aggressive scenario, all proposed SEZs are expected to come up within the stipulated time, while Moderate scenario assumes a lesser growth of the SEZs, compared with the Aggressive scenario.

4.5

Major Employment Centers

Various SEZs approved within Gurgaon district is presented in Annexure 4.2. The various employment centers expected to generate massive employment in GMUC is presented below. IMT Manesar DLF Cyber SEZ Raheja Engineering SEZ Phase I development of RHSEZ Town center proposed by IREO SEZ in sectors 58, 59 and 61.

The expected population and employment from these developments under the two scenarios are presented in Annexure 4.3.

4.6

Population and Employment Projection for Horizon Years

Considering the expected growth in GMUC in the future, the expected population and employment projected under the two scenarios are presented below. Various assumptions taken in the estimation is also presented.
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4.6.1 Aggressive Scenario

In this scenario, the ultimate population is considered as projected in the Development Plan by the Town and Country Planning Department and estimated population in 2021 is around 43 lakh. The population projection for 2031 is estimated based on the growth rate adopted by the National Capital Region Report during 2011 to 2021. The projected population for GMUC is presented in Table 4.1. While there is no estimations for employment in the Development Plan 2021, however, as per the Development Plan 2021 the total area will be developed under industrial and special economic zones is 10,011 hectors in GMUC. HUDA has already developed 1,246 hectors of industrial area and DLF SEZ with private participation. It is estimated that around 13 lakh employment will be generated within GMUC by 2021.
Table 4.1: Projected Population and Employment under Aggressive Scenario Projected Population in GMUC Projected Employment in GMUC Projected population SEZs Adjacent to GMUC Projected Employment SEZs Adjacent to GMUC Total Population Total Employment

Year

Nos. 2001* 2008** 2011** 2021*** 2031** 416,681

1,664,600 2,637,932 4,333,175 5,836,991

624,521 1,207,005 1,898,186 2,353,746 234,693 601,301 797,770 265,987 3,099,911 3,564,898

1,664,600 2,872,624 4,934,476 6,634,760

624,521 1,472,992 4,998,097 5,918,643

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

Assumption for Population Projection: (i) Base year population (2008) is calculated based on the domestic electric connections (Source from Haryana Electricity Department, in GMUC area) multiplied with the average household size arrived by primary surveys. (ii) (iii) (iv) As projected by DTCP, 43 lakh considered for 2021; 100 Percent of investments will be advent during 2008 to 2021; Pace of developments will be getting reduced and Infrastructure saturation will be reaching by 2021, so population growth will come down for subsequent decade;
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(v)

A lower growth rate assumed for population growth for the period of 2021 to 2031, is 35 percent as per NCR Report projected during 2011 to 2021.

Assumption for Employment Projection: (vi) (vii) (viii) (ix) Present Employment estimated based on the primary and secondary data collation; Commercial and industrial employment is estimated based on the Development Plan for future; Surrounding upcoming SEZs are considered with phase wise development with regards to population and employment; The major developments are envisaged during 2001 and 2021 and as a result, the employment growth rate is expected to be proportionally high during this period; (x) (xi) (xii) 15 Percent of SEZs area will be allocated for residential and for residential area 200 persons per hectors is adopted; 50 percent of employees will be residing at GMUC and working at outside SEZs; Workforce participation ratio is assumed around 45 during 2011 to 21 and it will slow down to 40 percent during 2021 to 31

The growth rate used for the projection under Aggressive scenario is presented in Table 4.2.
Table 4.2: Population growth and workforce Participation ratio within GMUC under Aggressive scenario Workforce participation ratio Population Growth Year 2008 2011 2021 2031

Note: * Growth with respective of 2001 census Source: Analysis

533 * 64 35

38 46 44 40

4.6.2 Moderate Scenario

As per the estimations of water supply through Western Yamuna Canal, groundwater availability and water recycling opportunities, the future population is estimated around 37 lakhs in GMUC. The additional population will be expected from industrial
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developments in Gurgaon Manesar Urban Complex and upcoming surrounding SEZs like Reliance, Raheja, Uppal, IREO and DLF etc. The population projections for 2031 are estimated based on the growth rate adopted by the National Capital Region Report during 2011 to 2021. The projected population for GMUC under this scenario is presented in Table 4.3. While there is no estimations for employment in the Development Plan 2021, however, as per the Development Plan 2021 the total area will be developed under industrial and special economic zones is around 10,011 hectors in GMUC. HUDA has already developed 1,246 hectors of industrial area and DLF SEZ with private participation. It is estimated around 11 lakh employment will be generated within GMUC by 2021.
Table 4.3: Projected Population and Employment under Moderate Scenario Projected Projected Total Projected Projected population Employment Population Year Population Employment SEZs SEZs in GMUC in GMUC Adjacent to Adjacent to GMUC GMUC Nos. 2001* 2008** 2011** 2021*** 2031** 416,681

Total Employment

1,664,600 2,285,932 3,701,175 5,001,991

624,521 1,076,788 1,709,372 2,119,616

234,693 590,488 785,335

132,994 1,541,145 1,772,316

1,664,600 2,520,624 4,291,663 5,787,325

624,521 1,209,782 3,250,516 3,891,932

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

Assumption for Population Projection: (xiii) Base year population (2008) is calculated based on the domestic electric connections (Source from Haryana Electricity Department, in GMUC area) multiplied with the average household size arrived by primary surveys. (xiv) (xv) (xvi) As projected by Water Supply Department, 37 lakh considered for 2021; 70 Percent of investments will be advent during 2008 to 2021 (in GMUC and surrounding area) ; Pace of developments and Infrastructure saturation will be reaching by 2031; (xvii) Population growth rate is assumed for the period of 2021 to 2031 is 35 percent as per NCR Report projected during 2011 to 2021.

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Assumption for Employment Projection: (xviii) Present Employment estimated based on the primary and secondary data collation; (xix) (xx) (xxi) Commercial and industrial employment is estimated based on the Development Plan for future; 50 percent of surrounding upcoming SEZs are considered with phase wise development with regards to population and employment; 90 percent of development with regards to population and employment within GMUC (xxii) 15 Percent of SEZs area will be allocated for residential and for residential area 200 persons per hectors is adopted. (xxiii) 50 percent of employees will be residing at GMUC and working at outside SEZs (xxiv) Workforce participation ratio is assumed around 45 during 2011 to 21 and it will slow down to 42 percent during 2021 to 2031. The growth rate used for the projection under Moderate scenario is presented in Table 4.4.
Table 4.4 Population growth and workforce Participation ratio within GMUC under Moderate Scenario (%) Population Growth Workforce participation ratio Year 38 2008 449 * 47 2011 62 46 2021 35 42 2031
Note: * Growth with respective of 2001 census Source: Analysis

Zone- wise population and employment projected under the two scenarios is given in Annexure 4.4.

4.7

Base Year Model Development

The main purpose of the Urban Travel Demand Model is to predict the travel patterns and modal shares under different land-use and transport Scenarios. From the urban planner point of view, Gurgaon region has a high influence in travel from the Delhi region. So the study area has been considered as Delhi along with Gurgaon and NoidaUrban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 63

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Greater Noida. Delhi model was updated with by adding Gurgaon area. Travel Demand models can be used for testing different scenarios without actually implementing projects. For example, one can see the impact of adding a mass transport use like a metro or BRT etc. Similarly impact on transportation network due to changes in the land use patterns can be analyzed. The broad framework for the transport modeling for Delhi Gurgaon area is given in Figure 4.1.

Study Area Transport Netw ork

Base year Travel Dem and Pattern

Screen Line Volum e Counts

Base Year M odel Developm ent & Validation

Base Year Planning Data

Future Transport Netw ork

Calibrated M odel Dem and Forecasting

Projected Planning Variables

Figure 4.1 Methodology for Travel Demand Modelling Several software programs are available for developing travel demand models. The Delhi Gurgaon transport model has been developed using TransCAD (a state-of-theart Travel Demand Modeling software).

4.7.1 Model Structure

The model is based on a conventional 4-stage transport model approach. It includes: Trip Generation calculating the number of origins and destinations for each zone.
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Model Input Road network inventory Public Transportation Details Planning variables by zones Trip End Information

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Trip Distribution attaching the origins and destinations for complete trips. Mode Choice determining the mode for each trip (TW, car, auto, Public transport). Assignment assigning passengers to their respective highway and transit networks. The highway (road) network with all the major roads and some key minor roads.

The transit system would be built with the existing public transport system in all its forms i.e. bus and rail, Minibuses and shared auto with their routes, frequency, fare structure etc. Calibration: Trip ends

(derived from the Trip end models) will be used to build base year trip matrices by mode functions information. using distribution from past until Distribution

function is adjusted

assigned flows compare well with observed flows. These base year trip matrices are checked for their accuracy by assigning distributed trips by mode on the road network. The assigned traffic across the screen lines are compared with the observed traffic. Once the model is calibrated, it can be used to predict the future travel patterns under different land use transport scenarios. The model is responsive to: Street congestion, travel costs, availability of competing transport modes including other Public Transport systems and the growth of the city. Generalized costs that include out of pocket costs i.e. fare, vehicle operating cost etc. and perceived user costs such as value of travel time, cost of waiting
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time for transit etc., The economic development of the region. A comprehensive data on economic development in the form of land-use and transport development proposals will be collected.

Model Outputs Trip distribution and Mode split equations Traffic flow Ridership and Revenue estimate for various system options Identification of suitable public transport System

The model focuses on morning journey to work peak period conditions. Peak period models provide much more accurate indications of directional travel patterns during design conditions than do daily models. However, the daily traffic forecasts can be estimated using peak to day expansion factor which is obtained from the traffic survey. From the surveys it was observed that the city morning peak hour is during 9.15 AM to 10.15 AM. So the model was built for this duration. Planning Period: Year 2008 is taken as the base year. Demand forecasting on the network and on any proposed mass transit system is required over a 25 year period. In order to analyze the travel demand in the study area and estimate the likely traffic patronage on any proposed system, all relevant data have been collated for the base year 2008, the horizon year 2031 and the two intermediate years (2011 & 2021). Modes: The modes that are modelled in the study include two wheeler, car, auto rickshaw and public transport. The Non Motorized Transport and Commercial vehicles were considered as a Preload. The following sections detail out the Travel Demand Model developed for the project.

4.7.2 Study Area Zoning

The zoning has followed the ward boundaries in the Delhi Noida Greater Noida Gurgaon area. Table 4.5 below presents the zones system for the study area. Figure 4.2 represents the zoning system.

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Table 4.5 Study area Zoning (Including Delhi zones)

[Link] 1 2 3 4 Delhi

Sub Area

No of Zones 208 40 145 11 404

Noida Greater Noida Gurgaon External zones Total

4.7.3 Network Development

Transport network developed for the model comprises of two components, Highway Network for vehicles Transit Network for public transport system i.e. buses, rail, metro and any new public transportation system. Each of the networks is described in detail below

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Figure.4.2 Study Area Zoning Map

Highway Network
The coded highway network for the study area represents the nodes (intersections) and links between them. Connectivity between the network and zones is provided through centroid connectors. Based on the network inventory, each link has been assigned attributes such as: number of lanes; divided or undivided carriageway; encroachments; availability of footpaths etc. Identified road network for the city area is given in Figure 4.3.

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Road length No of nodes Centroids No of links

: : : :

2220Km 2753 393 3700

Figure.4.3 Base Year Study Area Road Network

Transit Network
The transit network represents the connectivity, headways, speeds and accessibility of transit services. In Gurgaon, local minibuses and shared auto rickshaws are plying on the main corridors. So, Delhi Gurgaon bus transport system, minibus transport system and shared auto transport system is included in the models transit network. The transit routes are specified as those using the transport links and having stops/stations at determined locations. The access to the stops/stations from zone centroids and other nodes is provided either by existing highway links or by defining exclusive walk links. The distance between the bus stops is assumed between 500m to 1000m in the
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public transport assignment. Figure 4.4 presents the transit network for the study area.

Figure.4.4 Transit Network in the Study Area Currently, about 681 bus routes and 23 shared auto routes are operated in the DelhiGurgaon area .Information on the same was collected and coded in to the system. Fare structure and frequency for each of these services are also included.

4.7.4 Base Year Travel (2008) Pattern

We have synthetic trips using trip distribution and mode choice models from past studies. The trip matrices have significantly updated using fresh household survey and roadside interview. The external trips for the car, two wheeler, auto and public transport were constructed based on the O-D survey conducted at the outer cordon. The trip matrices thus derived were then compared with the passenger trip rates for study area derived
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from the household interview data. The results of the travel demand estimation for base year and trip rate analysis is summarized in the Table 4.6.
Table 4.6 Summary of Estimated Base Year (2008) (Delhi & Gurgaon) Peak hour Travel Demand

Per-capita Trip rate Motorised Trip rate Sl. No 1 2 3 4 External Trips

15855 23865 4799 41259 85778

1.55 1.06 Total Trips

356577 314701 174055 964972 1810305

Mode TW Passengers Car Passengers Auto Passengers Public Transit Passengers Total

Internal Trips
340722 290836 169256 923713 1724527

The base year peak hour travel demand for Gurgaon area alone is presented in the following Table 4.7.
Table 4.7 The Base year peak hour travel demand in Gurgaon

Sl. No 1 2 3 4

Mode Car Passengers TW Passenger Auto Passenger Public Transit Passenger*

Trips 49205 63982 14380 17395

Percentage 34% 44% 10% 12%

(* - Public transit includes Local Minibuses and IPT)

4.7.5 Assignment and Observed O-D Validation

Base year mode wise matrices developed were then assigned on the network. The assigned volume on the network was compared with the observed volume on the screen lines adopted for the study area. Screen lines running on physical barriers were
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selected judiciously. The selected screen lines are Line bisecting Manesar and Gurgaon area and Sohna road Railway station road.

Classified volume count survey was carried out at the crossing points across these screen lines. Table [Link] the comparison of assigned flows with the traffic volume observed on the road.
Table 4.8A: Results of Observed OD Validation on Screen lines
MODE OBSERVED ASSIGNED % DIFFERENCE OBSERVED ASSIGNED % DIFFERENCE

Screen line 1 (Line Bisecting Gurgaon and Manesar) TW CAR AUTO PT PASS 489 1978 212 6221 557 1656 240 6218 -14% 16% -13% 0% 434 546 286 4703 439 512 314 4991 -1% 6% -10% -6%

Screen line 2 (Sohna Road Railway station Road) TW CAR AUTO PT PASS 220 327 270 1716 220 282 229 1615 0% 14% 15% 6% 181 373 112 1984 171 425 107 1678 6% -14% 4% 15%

Point validation was done for the important outer cordon locations and is presented in the Table 4.8B. Percentage difference of observed with the assigned are within an acceptable limit of 15%.
Table 4.8B: Base Year Observed OD Validation on Outer Cordon Locations LOCATION OBSERVED CORDON LOCATIONS ( IN TRIPS) BILASPUR ROAD 1707 ZATAKARIA ROAD FARIDABAD ROAD PATAUDI ROAD DAURAULI ROAD BAHCHADA CHOWK TOLL PLAZA KAPASKHERAH ROAD 53 954 1607 183 112 6182 1073 ASSIGNED 1648 50 845 1830 203 123 5585 1198 % DIFFERENCE 3% 6% 11% -14% -11% -9% 10% -12%

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Base Year Results: The traffic characteristics of the study area in terms of average network speed, average trip length volume to capacity ratio, vehicle distance travelled, total passenger hours etc. is given in Table 4.9. The Delhi- Gurgaon movement of traffic is also shown below. Table 4.9 Trip Characteristics: Do Nothing- 2008
Trips Assigned (Peak hour) Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours Delhi Gurgaon movement Trips Assigned (Peak hour) Trips Assigned for Delhi-Gurgaon movement Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) : 64327 : 64327 : 9649 (15%) : 32164 (50%) : 0 (0%) : 22514 (35%) : 130141 : 57441 (44%) : 44174 (34%) : 12909 (10%) :15617 (12%) : 21.59Kmph : 8.10 kms : 132741 pass-kms : 6174 pass-hrs : 452000 veh-kms : 21023 veh-hrs

The volume to capacity ratio for the major roads, average journey speed and the passengers per hour per direction (all modes) is presented in Table 4.10. Traffic flow/capacity for major road network in the base year is presented in Figure 4.5.
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.
Table 4.10 Base Year (2008) Transport Characteristics on Major roads Average Network Speed (kmph) 16.14 24.66 17.61 18.27 17.88 31.41 23.05 23.67

Sl. no 1 2 3 4 5 6 7 8

Name of the Road OLD NH8 PATAUDI ROAD BASAI ROAD MEHRAULI ROAD FARIDABAD ROAD SOHNA ROAD PALAM VIHAR ROAD KHANDSA ROAD

V/C Ratio 1.22 1.05 1.35 0.98 1.02 0.87 0.94 0.98

Figure [Link] Year Flow/Capacity Diagram for peak hour traffic

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4.7.6 Calibration
Trip Generation: Trip end models were calibrated by relating the trip produced from and attracted to the zones with the Land use. Table 4.11 presents the base year population and employment for the study area.
Table 4.11: Population and Employment - 2008 Sub area Delhi Noida- Greater Noida Gurgaon TOTAL Population 15058192 1157875 1679988 17896055 Employment 5049556 361034 542310 5952900

The calibrated trip end models are presented below. Productions: TP = 1.08 * Population + 2501 Attractions: TA = 1.78 * Employment + 2233 Trip Distribution A combined gravity (distribution) model formulation was calibrated. The base year trip ends, zone-to-zone cost skims derived from the highway and transit networks were used to calibrate the gravity model. The equation for the distribution function is as follows: Tij =Ai Oi Bj Dj Fij Where O Trip Productions D Trip Attractions A & B are balancing factors F Deterrence Function Fij = aCbij e - cCij a, b and c are the calibration function C is the generalized cost of travel between zones The parameters for the deterrence function were calibrated. It was found that the
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R2 = 0.98

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combined Gamma function fitted best for the study area. The combined Gamma function follows the form: Fij = aCbij e in the Table below. A 1.0731 Mode Choice A multinomial mode choice model of the following form shown below is calibrated in order to split the trips among the modes, public transport, car, and two Wheeler and Auto rickshaws. The public transport assignment module shall achieve the modal split among the public-transport modes i.e., Bus, Shared auto and Rail. Utility functions (VM) for each mode were calibrated using the disaggregate person trip and mode choice data derived from the observed o-d, travel time and travel cost for each individual. VM = TTM +TCM Where, TTM - Travel Time by Mode M TCM - Travel Cost by Mode M and are modal calibration parameters The information on the alternate modes, i.e., travel time and travel cost, available to user, was generated from the time and cost skims obtained in public transport and highway assignment procedures. The calibrated parameters are given in Table 4.12.
Table 4.12: Calibrated Mode Choice Parameters Mode Two Wheeler Car Auto Public Transport 0.002443 0.000172 -0.015517 0.001195 0.000167 -0.000724 -0.001816 0.06411
- cC ij

The calibrated parameters for the deterrence function (Gamma Function) are provided B -1.3058 C 0.0706

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4.8

Projections under Do- Minimum

4.8.1 Projections- Moderate Scenario

This scenario assumes that no major improvements are anticipated. The present facilities will continue with the DMRC Delhi- Gurgaon line upto Sushant Lok Phase I and KMP corridor implemented. It is also assumed that the three proposed roads to connect Delhi and Gurgaon will be constructed. Calibrated urban demand model was run for the horizon years (2011, 2021 and 2031) under the do-nothing scenario to simulate the traffic characteristics under this scenario. The traffic characteristics at the city level were estimated to understand the overall congestion level and the mobility level in the study area. Also the broad travel characteristics like total trip movement, travel time and mode share was estimated for assessing the deficiency or gaps in the prevailing transport systems in the study area. These characteristics were extracted form the model for the years 2011, 2021, and 2031 are presented in Table 4.13 Table to 4.15. As there is significant movement between Gurgaon and Delhi, we found it necessary to treat the interaction between the two areas separately. The same has been presented below.

Table 4.13: Travel Characteristics under Do nothing Scenario- 2011 Trip Characteristics: Do Nothing - 2011 Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours
Urban Mass Transit Company Limited for Total vehicle kms Government of Haryana Total Vehicle hours Department of Town and Country Planning (DTCP),

: 203038 : 203038 : 84082 (41%) : 67007(33%) : 32062(16%) :19887 (10%) : 18.32 kmph : 8.30 kms : 169043 pass-kms : 9227 pass-hrs : 757713 veh-kms : 41360 veh-hrs
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Delhi Gurgaon movement-2011 Trips Assigned (Peak hour) Trips assigned for Delhi-Gurgaon movement Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) : 114873 : 114873 : 21362(14%) : 56632(55%) : 0 (0%)

Trips Assigned- PT (Peak Hour) : 36880 (31%) Trip Characteristics: Do nothing 2021 Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours Delhi Gurgaon movement Trips Assigned (Peak hour) Trips Assigned for Delhi-Gurgaon movement Trips Assigned- TW (Peak Hour)
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: 380902 : 380902 : 156170(41%) : 133316(35%) : 64753(17%) : 26663 (7%) : 14.20 Kmph : 8.81 kms : 226637 pass-kms : 15960 pass-hrs : 1632700 veh - kms : 114979 veh-hrs Table 4.14: Travel Characteristics under Do nothing Scenario- 2021

: 149043 : 149043 : 25634 (17%) : 73621(49%) : 0(0%) : 49788 (33%)

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Trips Assigned- Car (Peak Hour)

Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour)

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Trip Characteristics: Do nothing 2031 Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours Delhi Gurgaon movement Trips Assigned (Peak hour) Trips Assigned for Delhi-Gurgaon movement Trips Assigned- TW (Peak Hour)
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: 567598 : 567598 : 230619 (41%) : 205615 (36%) : 102807 (18%) : 28558 (5%) : 10.46 kmph : 9.2 kms : 242740 pass-kms : 23206 pass hrs : 2672879 veh-kms : 255533 veh-hrs 4.15: Travel Characteristic s under Do nothing Scenario2031 Table

: 238481 : 238481 : 14% : 52% : 0% : 4%

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Trips Assigned- Car (Peak Hour)

Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour)

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It may be seen that as anticipated the public transport modal share reduces from the current level of 12% in 2008 to 5% in 2031. There is more than threefold increase in the vehicle kilometres ie; from 0.7 million to 2.6 million during the period of 20112031 resulting in drastic reduction in speeds from 18km/hr to 10 km/hr during the peak hour. Delhi-Gurgaon trips during peak hour have almost doubled (1.1 lakhs to 2.4 lakhs) in the same period which is essentially being met with three major roads and one metro line form Delhi-Gurgaon that is ending at Sushant Lok and three proposed roads under this scenario.

4.8.2 Projections- Aggregate Scenario

The situation is more critical under Aggregate scenario, as the scenario assumes a higher employment by 2021. Results are presented in Table 4.16.
Table 4.16: Travel Characteristics under Do nothing Scenario for Aggressive Scenario
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Trip Characteristics: 2021 (Do Nothing Scenario) Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours : 380902 : 380902 : 159979 (42%) : 137125 (36%) : 68562(18%) : 15236(4%) : 11 kmph : 9.35 km : 129507 pass-kms : 11773 pass-hrs : 1880437 veh-kms : 170949 veh-hrs

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5. Transport Strategy
5.1 Growth Directions

The development of GMUC witnessed tremendous urbanization since past two decades, due to public private participation in land development, automobile industries, IT and BPO industry. The advantages that Gurgaon has are its proximity to Delhi, to the International Airport and the Delhi-Jaipur highway NH8. This has encouraged the huge real estate development along this highway and other main arteries connecting Delhi with Gurgaon. The establishment of Maruti Udyog Ltd. in the early eighties and its ancillary units such us Mark Auto, Bharat Seats, Machino Plast and others in mid-eighties marked a new era of industrialization in Gurgaon. Further, the private developers have already embarked on developing residential colonies with high-rise buildings which has added a new dimension to the pattern of urban growth in Gurgaon. The residential development in the period 1980-1990, mainly took place on the northern side of the Defence area (ammunition depot), south-western and southeastern side of the town. Further, the growth has also taken place in a dispersed fashion as and when the colonies have come. The development of Gurgaon in 1990s reflects that the upsurge of private developers, corporate houses, multi-national companies and related activities that has significantly changed the total urban scenario of the region. The trend in 1990s exhibits a faster pace of population growth in Gurgaon as the skilled and semi-skilled work force moved from Delhi to Gurgaon. The main development during this period took place on the south-eastern, south-western and in various pockets developed by colonizers. The existing growth pattern of Gurgaon is presented in Figure 5.1. Gurgaon has grown mainly along NH8.

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The growth of the residential colonies, industrial areas, clubs, hotels, shopping malls, golf course and corporate houses reveal that Gurgaon can be compared to any modern cities of today. However, in-spite of innovative approaches to develop Gurgaon in a systematic and coordinated manner, the seriousness of urban problems due to sudden population rise has been accelerating and threatening the urban-environmental conditions in Gurgaon.

Figure 5.1 Existing Spatial Growth of Gurgaon The growth of the area is mainly triggered by the following developments proposed in and around Gurgaon. Kundli- Manesar- Palwal (KMP) Global Corridor: This 135 km. long fully access

controlled expressway links four National Highways in the National Capital region. The objective of developing such a corridor is to develop top class infrastructure facilities at par with international standards to integrate global root requirements and to develop this Corridor as one of the best in the world. The corridor would be comprising of Theme Cities like; Education City, Cyber City, Bio- Science City, MediCity, Fashion City, World trade City, Dry Port City, Leather City, Leisure City and an airport complex with world class infrastructure.
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Development of Special Economic Zones (SEZs): The new engines to charter a value added growth in the State are the proposed 50 special economic zones, out of which 33 have already been approved by the State Government in Gurgaon District. These SEZs, most of them to be developed by private investors and a few in public-private partnership are expected to attract Rs. 150 lakh Crores (USD 3333 Bn). Major SEZs are proposed around Gurgaon- Manesar area are: Reliance Haryana SEZ (RHSEZ) Raheja SEZ DLF Cyber SEZ Raheja Engineering SEZ Uppal SEZ Emmar MGF SEZ DLF SEZ IREO SEZ

Area specified for these SEZs are given in Table 5.1. These SEZs are expected to generate huge amount of employment opportunities in GMUC area. They are presented in Figure 5.2.
Table 5.1 Proposed SEZs in and Around GMUC

SEZ Reliance SEZ Raheja Engineering SEZ DLF SEZ Uppal SEZ Emmar MGF Raheja Haryana SEZ IREO SEZ

Area Specified 25000 Acres 268 Acres 20000 Acres 269.46 Acres 13393 acre 5000 Acres 300 Acres

There are many other economic drivers of Gurgaon - Manesar Urban Complex, which are, IT and BPO, the city has emerged as the third biggest IT centre in the country and holds a 10 percent share in the countrys software exports. Call centers and BPOs employ roughly 2 lakh (0.2 Mn) people.

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Gurgaon has emerged as the countrys largest cluster of for apparel manufacturing and exports. This is a fast growing Rs. 5000 crores (USD 1.1 Bn) industry with bases at Gurgaon and Panipat, both in the NCR region. Gurgaon based Orient crafts, is the Indias biggest exporter with a turnover of USD 164 Mn.

DLF and Unitech (Both real estate giants in the NCR region) are in the process of taking up 45,000 acres of land to build SEZs in Haryana, one of them is in Gurgaon.

Future growth pattern around Gurgaon is presented in Figure 5.2.

Figure 5.2 Future Growth Directions of GMUC

5.2 Challenges in Urban Transport

Gurgaon- Manesar Urban Complex is expecting a tremendous growth in the next two decades. Some of the key challenges Gurgaon facing in terms of urban transport is as follows: Absence of public Transport
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Inadequate connectivity with Delhi, with Manesar and the two parts of Gurgaon on either side of the expressway. Inadequate road network in the newly developing area In sufficient/ Absence of Non- motorised Transport facilities Absence of organised/ off-street parking facilities Efficient truck movement facilities

5.3

Development Plan Transport Proposals

The Development Plan prepared by the Govt., has proposed a number of transport proposals to integrate and improve the transport facilities in the Urban Complex. The proposals include: 90m wide road link between Vasant Kunj in Delhi and Mehrauli road in Gurgaon. 90m wide road link from Andheria Mor in Delhi to Gurgaon- Faridabad road in Gurgaon through Mandi and Gual Paheri. 150m wide road between Dwaraka to Palam Vihar in Gurgaon. 150m wide northern peripheral road and 90m wide southern peripheral road. Extension of DMRC metro lines (1) Sushant Lok Phase I and (2) Dwaraka line to Manesar and upto the KMP corridor. The proposed road network and the proposals are presented in Figure 5.3.

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

5.4 National Urban Transport Policy Framework

Cities in India have been facing urban transport problems over many years, affecting the urban transport mobility of people and ultimately the economic development of the cities. To support and maintain the required level of economic activities in urban areas, and address the urban transport issues the National Urban Transport Policy (NUTP) was formulated in May 2005 and approved by the Cabinet in April 2006. The NUTP is formulated to transform the current urban transport system into a safe, convenient and efficient transportation system across all urban areas in India. In order to ensure that the various urban transport projects that are being developed by the cities are NUTP compliant, the ministry has in a March 2007 circular indicated that a Mobility Plan be prepared that focus on mobility of people rather than vehicles and accordingly give priority to pedestrians, Non-Motorized Transport (NMT), all modes of public transport and IPT. The objective of the National Urban Transport Policy is to ensure safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities. This is
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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 main 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 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 travelling practices, better enforcement, stricter norms, technological improvements, etc. Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc Promoting the use of cleaner technologies Raising finances, through innovative mechanisms that tap land as a resource, for investments in urban transport infrastructure Associating the private sector in activities where their strengths can be beneficially tapped Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport The objectives of NUTP can be approached through a multi-prolonged approach that would revolve around the following issues:
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1. Pedestrian Facilities and pathways 2. Non Motorized Vehicles 3. Priority to the use of public transport 4. Integrating landuse and transport planning 5. Integrated public transit system 6. Parking 7. Freight Traffic 8. Capacity building 9. Pollution Reduction Keeping in view the suggestions of the NUTP, cities of India are required to prepare City Development Plan, Comprehensive Mobility Plan (CMP) and Comprehensive Traffic and Transportation Plan. It should also integrate land use and transport planning.

5.5

Vision

Considering the opportunities available and challenges that GMUC is facing, the direction of the urban transport is likely to take without appropriate interventions, the inputs from stakeholders, public groups and past studies, the following broad NUTP compliant vision is established for the GMUC upon which the detailed mobility plan is structured:

To ensure that the GMUC will have world class sustainable and efficient transport that will meet the needs of the ambitious economic developments that are proposed in the area.
The mobility plan seeks to move people, not vehicles. By emphasizing the preeminence of public transport and goods transport and integrating the land use with transport networks with encouraging non-motorized transport it seeks to achieve the objectives of the National Urban Transport Policy in Gurgaon.

5.6

Mobility Plan Approach

In order to attain the vision, the mobility seeks to make public transport facilities available to all residents within a reasonable distance from their homes, work places and other destination points. It also seeks to encourage greater use of non-motorized modes by making their use safer. Recognizing that Gurgaon is a rapidly growing area and travel demand will continue to grow, there is no escape from having to decongest
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some of the highly choked areas and intersections. This is being suggested because long idling of motor vehicles at crowded junctions and corridors adds to pollution and unnecessary use of an imported fuel as also global warming. Measures have also been suggested to discourage the use of motor vehicles and attract a large part of the growing travel demand towards public transport and non-motorised modes. The above strategy is sought to be implemented through the following broad approach: Identification of a number of trunk mobility corridors along which high capacity public transport systems such as BRT/Monorail/LRT/Metro, etc would be considered based on a scientific and detailed alternatives analysis. The mass transport system to be integrated with the DMRC proposed plans. This will enhance the connectivity with Delhi. Providing alternative routes for those having to enter the core city area even when their journey does not begin or end in this part of the city. For this purpose, ring corridors have been suggested to enable the core city area to be bypassed. Providing bypass routes for long distance commuter and truck traffic so that they do not have to travel through the city roads. Identifying feeder systems that connect different pockets in GMUA to the most convenient point in one or more of the mobility corridors Providing a network of dedicated cycle tracks, footpaths and safe pedestrian crossings. Providing flyovers/under passes in heavily congested junctions/intersections to reduce idling traffic Special attention towards road safety Introduction of physical and fiscal measures that would discourage the use of personal motor vehicles. Provision of off-street parking facilities and management of on-street parking Provision of truck terminals and bus terminals Junction improvements for better traffic management Integrated plan for cycle rickshaws and share autos Reform and strengthen the institutional arrangements for managing and regulating the transport system in GMUA.

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5.7 Evolution of the Network Strategy

The network strategy is evolved by integrating with land use for ensuring better connectivity to Delhi, to Manesar and Gurgaon, between the parts of Gurgaon on either side of the expressway and to the expected growth nodes/SEZs within and around GMUC. One of the important aspects of a mobility plan is the network plan as both land use, public transport and travel characteristics are affected by the network. The city grew circumferentially with respect to the core area and consequently several roads that form the radials became prominent. Many of them are State highways such as Sohna road, MG road, Pataudi Road, etc. While the city had roads that looked like radials, it does not have definite circumferential roads even though a few roads might be considered circumferential sections. The framework for the urban transport network strategy has evolved in the following manner: Strategy 1 (Moderate Strategy) The very ambitious plans of the private sector are limited to the present approved plans and only an employment of 32 lakhs by the year 2021 is planned. Mobility corridors which essentially serve on public transport corridors

(Bus/BRT/Monorail/LRT/Metro) based on the demand warrant have been considered for establishing: Improvement of existing transport network Connectivity to Delhi and to the newly developing areas in GMUC. Connectivity to Delhi, to the newly developing areas in GMUC and two ring roads such as Inner ring and Outer ring to connect various areas in GMUC. Connectivity to Delhi, to the newly developing areas, two ring roads and connectivity to the proposed developments outside GMUC. The strategy is presented in Figure 5.5.

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Figure 5.5 Development of Strategy under Moderate Scenario Strategy 2 (Aggressive: Option 1_ Ring) Here we assume that all SEZs proposed will see light of day and hence the pressure on the network will be even more intense. Consequently, the mobility network has been developed considering the following: Improvement of existing transport network Connectivity to Delhi and to the newly developing areas in GMUC. Connectivity to Delhi, to the newly developing areas in GMUC and two ring roads such as Inner ring and Outer ring to connect various areas in GMUC. Connectivity to Delhi, to the newly developing areas, two ring roads and strong connectivity to the proposed developments outside GMUC.

The development of this strategy is presented in Figure 5.6.

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Figure 5.6 Development of Strategy under Agressive Scenario: Option 1

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Strategy 3 (Aggressive :Option II_ Grid Network) Development of network in the Grid Manner under Aggressive scenario'.

5.8 Evaluation of the Strategies

The three strategies have been tested in model and comparison has been made. The results (year 2021) are presented in Table 5.2 to Table 5.4 for Moderate, Aggressive: Option 1 and Aggressive: Option 2 respectively. When compared, the two options in Aggressive strategy, Option 1(with ring development) is found better than option 2 with grid network. If we do not provide the Aggressive strategy, the planned developments themselves may be in jeopardy and based on the strategy test, the Option 1(with ring development) is the most preferred strategy. The phasing of the mobility plan have considered the development of the strategy based on the moderate land use with the clear direction that along with the larger developments in the aggressive scenario being approved and the systems selected need upgradation.

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Table 5.2 Model Results under Moderate Scenario

Trip Characteristics: 2021 Trips Assigned (Peak hour) Trips Assigned -Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours : 380902 : 380902 : 79989 (21%) : 53326 (14%) : 26663 (7%) : 220923 (58%) : 28 kmph : 11.39 kms : 3092927 pass-kms : 110462 pass- hrs : 739565 veh-kms : 26413 veh-hrs

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Table 5.3 Model Results for Aggressive Scenario' Option 1

Trip Characteristics: 2021 Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours : 380902 : 380902 : 68562 (18%) : 45708 (12%) : 19045(5%) : 247586 (65%) : 30.21 Kmph : 12.89 km : 4208970 pass-kms : 139324 pass-hrs : 622511 veh-kms : 20606 veh-hrs

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Table 5.4 Model Results for Aggressive Scenario' Option 2

Trip Characteristics: 2021 (Grid Option) Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours : 380902 : 380902 : 72371 (19%) : 53326 (14%) : 26663 (7%) : 228541(60%) : 28.56 Kmph : 12.39 km : 3656662 pass-kms : 121041 pass-hrs : 694974 veh-kms : 23005 veh-hrs

5.9 Goals/Performance Indicators for the Mobility Plan

Development of city level performance indicators does not eliminate the human judgment from the project selection process. However, it informs and assists decision-makers by guiding the consideration of projects according to a set of criteria aligned with the goals and objectives. One of the simplest methods that are available to measure transportation performance that is convenient and comprehensive is through indicators/ indices. Benefits of developing Indices include: Indices provide a systematic means to evaluate how well the city/study area reflects the long term goals and objectives, so that projects are aligned in strategic direction. Use of the indices also creating greater transparency in the project prioritization and selection process.

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Some of the indices that may be used for the mobility plan are: Safety Public Transport Bus Transport Non- Motorized Transport Walkability Cyclability IPT On-street Parking Journey Speed

The indices are adopted from Study on Traffic and Transportation Policies and Strategies in Urban Areas in India, 2008, by the Ministry of Urban Development. Goals have been developed for each index. Definition, formulation, present and targets for the indices are shown in Table 5.5. These indices were calculated based on the primary and secondary data collected.
Table 5.5 Performance Indices developed Index Network Speed PT Mode Share Bus Supply IPT Walkability Cyclability Fatality Parking NMT Index Formulation Average journey Speed (KMPH) Public Transport Trips / Total motorised Trips Bus Fleet / Lakh of Population Registered IPT vehicles / Lakh of Population Footpath Length / Road Length Cycle Track Length / Road Length No. of Fatalities / Lakh of Population Parkable Road Length / Road Length % of NMT trips in total trips Existing 23 10% _ 450 23% 0% 18 18% 33% Target* 30 70% 50 800 100% 100% 0 0~5 % 60%

(Note *- Consultants Assumption)

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6. Mobility Plan Elements

6.1 General

Based on the aforementioned framework of the plan and the strategy for achieving the vision, Mobility plan elements are summarized as follows: 1) 2) 3) 4) 5) 6) Mobility Corridor Plan Non- Motorized Transport Plan Flyovers/Under pass Plan Public Transport/ Mass Transport Plan Passenger and Commercial Terminal Plan Non- transport Measures

The mobility corridor plan is supplemented with an extensive bi-cycle network that is both interconnected and continuous that reinforces and feeds into the public transport corridors. As it is of utmost importance that every road must have a walkable and usable footpath and no separate footpath plan is provided. For efficient passenger dispersal system from the public transport corridors at-grade/grade separated pedestrian crossings are planned. In order to improve the mobility of the corridors and pave way for the public transport corridors an effective parking management plan that complements the corridor plan is identified. The parking plan in addition to freeing the right of way for the public and non-motorized transport would also act as a demand management tool. A strong and reformed institutional framework is identified to help achieve the mobility plan and the vision. These individual plan elements are detailed in the subsequent sections.

6.2

Designated Mobility Corridors

By designating certain roads as mobility corridors, these corridors get priority for increasing the throughput as well as operating level of service. Therefore for a mobility corridor increasing the throughput as well as speeds would then be focussed and appropriate solutions would be identified. Experience indicates that as speeds of public transport vehicle reduce travel times
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increase to such an extent that commuters look for personalized modes of travel. In addition to the user travel preferences, the road design and operations also have bearing on the traffic congestion. Congestion results in lower traffic speeds for all vehicles and more so for public transport vehicles. It is very imperative that certain strategic roads be designated as Mobility Corridors for focusing the corridor mobility. These corridors would be expected to have the following cross sectional elements: The road cross section would be at least 25m for mixed traffic conditions or 30m for dedicated public transport lane conditions. Continuous Kerb, footpath-cum-drain & bi-cycle lanes. Service roads where feasible Restriction or preferably prohibition of parking on the carriageway/shoulders. The parking must be shifted to off-street parking locations or cross roads. At-grade/grade-separated public transport systems as per the public transport/ Mass transport master plan. The radial road network would be complemented with circumferential roads to form a radial and ring pattern of the urban network. envisaged in the study area: The first ring would utilize the existing sections of the road and encircle the core area. Traffic not destined to the core area can utilize this Inner ring to bypass the core area thereby relieving congestion in old city and vicinity. The second ring would be an outer ring. The proposed Northern peripheral road and Southern Peripheral road in the development Plan with a new connecting link linking both at the Delhi side is the outer ring road. These two rings would also be part of the mobility corridors. Corridors designated to be as mobility corridors are shown in Figure 6.1. The mobility corridors cover about 210 kms of road network. Two circumferential rings have been The roads if necessary must be widened up to the width shown in the Development Plan.

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Figure 6.1 Proposed Mobility Corridors

6.3

Non- Motorized Transport Plan

About 33% of trips in Gurgaon are made by Non- motorised transport (NMT). The mobility plan target 60% of NMT trips. To ensure more and safe NMT trips, provision of foot path, safe pedestrian crossing facilities and slow moving lanes are proposed as part of NMT Plan.

6.3.1 Install Footpaths

A significant portion of the trips (~ 23%) are made completely by walk. Sidewalks have valuable community benefits. The target fixed for Walkability index is 100%. To achieve this target, footpaths must be installed on all roads without any exception. The following is suggested for the installation of footpath: A minimum usable width of 1.5meters should be provided for footpath. It is desirable to have a footpath width of 2.0meter for all roads. Where possible obstructions on footpath must be relocated
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Footpath design must discourage two wheelers using the footpath during periods of congestion A all signalized intersections pedestrian zebra crossings must be clearly marked Footpaths at all busy intersection must be provided with handrails to enforce pedestrians cross at zebra crossings

Foot path is proposed on the proposed mobility corridors in the GMUA. The road network proposed with foot path is presented in Figure 6.2. It is proposed to have foot path on about 500 kms of road length in the study.

Figure 6.2 Foot Path Plan

6.3.2 Install Bi-cycle Lanes

Several trips exceeding a trip length of 3-4KM are made through bi-cycle. About 8% of the trips are made completely by cycling. To encourage and cater to cycling trips dedicated bi-cycle lanes must be provided on strategic locations. The cycle lane must
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be continuous and form a network. The cycle lanes will be provided on all roads that have high share of bi-cycle traffic as well as on those roads that constitutes the draw area for the proposed mobility corridors. This network must be integrated along with public transport network improvements. The cycle master plan layout is shown in Figure 6.3. 210 km of road length. It is recommended that this network be implemented. The cycle path constitutes about

Figure 6.3: Cycle master plan layout

6.4

Road Development

The road network to be improved is presented in Figure 6.4, which includes the mobility corridors also. The existing network consists about 340 km, which needs widening in the future. New links constitutes about 250 km of roads, which need to be developed.
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Figure 6.4 Future Road network of GMUC

6.5

Grade Separated Junctions

Based on the present traffic analysis and proposed network mobility, 16 grade separated junctions are proposed by constructing flyovers or under passes. The proposed location for grade separated facilities is presented in Figure 6.5. flyover will be undertaken after a detailed feasibility study at each location. It is proposed to develop Inner ring road as an elevated road. The construction of the

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Figure 6.5: Grade separated facility locations for junctions The proposed facility and phasing for construction is presented in Table 6.1. Table 6.1 Suggested Facility and Phasing for Grade separators
Sl. No 1. 2. 3 4 5 Location IFFCO Chowk Rajiv Gandhi Chowk Shankar Chowk Sikanderpur Chowk Manesar Chowk Suggested Facility Underpass proposed along MG road as NH-8 expressway is elevated Underpass proposed along Sohna road as NH-8 expressway is elevated Underpass for the right turning traffic (from cyber city to NH-8) as NH 8 is elevated. Underpass on MG road (as proposed by HUDA) On NH8 Phasing 2008-2011 2008-2011 2008-2011 2008-2011 2008-2011

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Sl. No 6

Location Hero Honda Chowk

Suggested Facility Flyover is proposed across NH8 to construct immediately, though it will come as part of the elevated inner ring road in the future. Flyover Flyover Long Flyover covering the junctions on two roads (SPR & NPR). Flyover Flyover Flyover on the proposed ORR Under pass across NH 8 as it is elevated Flyover Flyover Flyover

Phasing 2008-2011

7 8 9 10 11 12 13 14 15 16

Sethi Chowk Outer ring road with Sohna road Outer ring road with NH8 road (2 junctions together) Outer ring road with Pataudi road Outer ring road with Basai road Outer ring road with Old Gurgaon road Outer ring road with NH 8 Outer ring road with MG road Outer ring road with Faridabad road Outer ring road with road to Sushant Lok PH III

2011- 2017 2017- 2021 2017- 2021 2017- 2021 2017- 2021 2017- 2021 2017- 2021 2017- 2021 2017- 2021 2017- 2021

6.6

Mass Transport Strategy under Moderate Scenario

One of the strategies identified as part of the vision is to provide the public transport and public transport trips target to 70% of the motorised trips. scenarios considered are: Mobility Plan with moderate Land use scenario (2021 and 2031) o o o o Do Nothing Bus corridors (2008) BRT Corridors on radials and on ring roads and feeder bus services (2011) High Capacity System (LRT/Metro/Mono Rail etc) on ring roads and along NH 8 upto KMP Corridor, BRT Corridors on radials and feeder bus services.
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For this purposes

various technology alternatives in public/mass transport are being considered. The

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6.6.1 Projections- Do Nothing Scenario

The transport scenario under this scenario is presented in Section 4.8. To assess the level of congestion of the major mobility corridors, the volume to capacity ratio and average speeds have been extracted and presented in Table 6.2. Table 6.2: Congestion levels Do-nothing scenario for horizon years 2011 2021 V/C Sl. No Name of the road 1 2 3 4 5 6 7 8 OLD NH8 PATAUDI ROAD BASAI ROAD MG ROAD FARIDABAD ROAD SOHNA ROAD SHEETALA MATA MANDIR ROAD KHANDSA ROAD 1.11 1.09 18.83 20.98 1.5 1.33 14.61 15.65 1.9 1.47 6.67 12.63 Ratio 1.02 0.84 0.98 1.37 1.28 0.93 Speed (Kmph) 13.59 21.60 14.48 17.84 14.55 26.11 V/C Ratio 1.24 1.29 1.22 1.65 1.45 1.29 Speed (Kmph) 11.03 13.89 11.34 14.12 11.21 23.12 V/C Ratio 1.55 1.4 2.32 2.12 2.1 1.28

2031 Speed (Kmph) 7.38 10.81 10.92 9.45 6.43 19.45

Volume to capacity ratios on the major roads connecting Delhi to Gurgaon (namely MG road and Old NH road) has already been reached its capacity and needs urgent measures to improve the level of service on these corridors. Also the predicted volume to capacity ratios of major corridors in Gurgaon is also more than 0.7 ie; at Level of service C. For easing this traffic, as a preliminary strategy, the following widening plan is recommended in conjunction with the development plan proposals (refer Table 6.3). It is clear from the table that widening of roads alone will not be able to cater the anticipated traffic demand in the future. Table 6.3 Widening schedule of Major roads under Do- nothing Scenario
Sl. no Proposed Lanes Location 2008 2011 Widening from four lane two way divided to six lane two way divided 2021 Widening from six lane two way divided to Eight lane two way divided 2031

Old NH8

4L-2W-D

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Sl. no

Proposed Lanes Location 2008 2011 Widening from Two lane two way undivided to Four lane two way divided. Widening from Two lane two way undivided to Four lane two way undivided. Widening from four lane two way divided to Eight lane two way divided Widening from Two lane two way undivided to Four lane two way undivided. Widening from Four lane two way divided to six lane two way divided. Widening from three lane two way undivided to Four lane two way Divided Widening from Two lane two way undivided to Four lane two way undivided. 2021 2031

Pataudi Road

2L-2W-UD

Basai Road

2L-2W-UD

Widening from four lane two way undivided to six lane two way divided

Mehrauli Road

4L-2W-D

Faridabad Road

2L-2W-UD

Widening from Four lane two way undivided to Four lane two way divided. Widening from six lane two way divided to Eight lane two way divided. Widening from Four lane two way divided to six lane two way divided.

Widening from Four lane two way divided to six lane two way divided.

Sohna Road

4L-2W-D

Widening from six lane two way divided to Eight lane two way divided. Widening from Four lane two way undivided to six lane two way divided

Sheetala Mata Mandir Road

3L-2W-UD

Khandsa Road

2L-2W-UD

6.6.2 Introduction of Public Transport system in the city

The expected growth of traffic with the available system capacity will lead to serious concern in the coming years. This should be tackled in a systematic manner and probably with sustainable and environmental friendly transport solutions. As no organised public transport is available in the city, presently served by intermediate public transport like Swaraj Mazda and shared Auto, as a start up solution, bus corridors (bus based mixed traffic public transport) are planned in the city connecting major economic centers. The corridors proposed for bus transport is presented in Figure 6.6. It comprises of about 70 kms of road length.
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Figure 6.6: Bus transport plan Calibrated urban transport model is used to simulate the traffic characteristics under this scenario for the year 2008 and the results are shown in Table 6.4. It may be seen that as anticipated the public transport modal share increases from 12% to 24% under this scenario. Based on this it would require a fleet of at least 300 buses in 2008. It is imperative that with the kind of growth scenario in Gurgaon, additional strategies are required to carry the upcoming traffic probably through dedicated bus lanes or high capacity mass transit system.

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Table 6.4 Trip Characteristics (2008) With Bus transport plan

Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours

: 130141 : 130141 : 49454 (38%) : 37741 (29%) : 11713 (9%) : 31234 (24%) : 23 kmph : 8.65 kms : 312338 pass-kms : 13580 pass-hrs : 379378 veh-kms : 16494 veh-hrs

6.6.3 Selection Criteria for Mass Transit System

Various parameters such as performing capacity, geometric constrains, capital & operating costs, alternative analysis etc. would determine the mass transit option on a corridor. Comparison of different types of transit systems is presented in Table 6.5. This table provides a preliminary guidance in deciding upon the type of system to be selected for a city. Table 6.5: Comparisons of different types of Transit Systems
Transit Mode Commuter Rail Exclusive ROW General railroad Mixed Metro Exclusive ROW Grade separated Monorail /AGT Exclusive ROW Grade separated LRT Exclusive ROW Semiexclusive Mixed BRT Exclusive ROW Semi-exclusive Mixed traffic lanes

ROW Options

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Transit Mode

Commuter Rail traffic

Metro

Monorail /AGT

LRT traffic lanes

BRT

Station Spacing (Km)

3 to 15

1.5

0.75 to 1.5 High platform cars operating in multiple car trains sets, electric propulsion 30-75 per car 15 25 mph (25-40 kmph) Up to 25,000 PPHPD 20m AGT 75m - MRL 40-60 lakh - MRL 40-50 crores Tokyo, Kuala Lampur, Sydney, Seattle -

Vehicles

Locomotive with set of passenger coaches

High platform cars operating in multiple car trains sets 60-80 per car 15 35 mph (25-55 kmph) Up to 60,000 PPHPD 40m 100-200 lakh 120 crores Bangkok, Kuala Lampur, Mexico City, Cairo Delhi

0.75 to 1.5 Articulate d, double articulate d low floor, can operate in multiple car sets, electric propulsion 65-85 per car 15 30 mph (25-50 kmph) Up to 30,000 PPHPD (Elevated LRT) 25m 50-60 lakh 80 crores Hongkong, Shanghai, Kuala Lampur

0.4 to 1.5 Standard, articulated or double articulated, low floor or high platform, diesel, diesel/hybrid propulsion or ETB 40 standard 65 articulated 85 double art. 15 30 mph (25-50 kmph)

Seated Capacity

90-185 per car 25 to 45 mph (40-70 kmph) Up to 7,500 PPHPD 50m 40-60 lakh 80-100 crores Moscow, Jakarta, Johannesbu rg, Buenos Aires Mumbai, Chennai, Kolkota, Hyderabad

Average Speed

Passenger throughput Min. Curve Radius App O & M Cost per km App Capital Cost per km (2005 Rates) Implemented Cities (International)

Up to 15000 PPHPD 13m 15 crores Istanbul, Taipei, Leeds, Bogota, Curitiba, Pittsburgh, Adelaide Ahmedabad, Indore, Pune

Implemented Cities (India)

Kolkota

6.6.4 BRT Based Public Transport Plan

One of the successful ways of increasing the public transport trips is to increase the speed and capacity of the public transportation system by way of dedicated public
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transport corridors.

A public transport corridor is an alignment mostly on existing

transport network system either at grade or grade separated with dedicated carriageway to carry public transport trips. The forecasted model is used to designate and size the public transport corridors in terms of the carrying capacity requirements. The traffic flows of the corridors, future growth centers and the transport model were used to identify various public transport corridors. presented in Table 6.6. Table 6.6: PPHPD on major corridors- 2011
Sl. No 1 2 3 4 5 6 7 8 9 10 11 Name of the road Inner Ring Road Old NH8 Khandsa road Palam Vihar road Sohna Road Mehrauli Road Sheetla Mata Mandir road Basai road Golf Course Road Manesar road Pataudi road Transit PPHPD 11500 12100 13000 13600 18000 21000 10500 13400 14300 12100 13200

PPHPD on major corridors is

The 11 routes thus identified, adding up to about 140 km in length are listed in Table 6.6 and shown in Figure 6.7. Though few roads Trip characteristics under BRT plan for 2011 is presented in Table 6.8. Table 6.7: Identified BRT Corridors- 2011
Sl. No 1 2 3 4 5 6 7 8 9 10 11 Identified BRT Corridors Inner Ring Road Old nh8 Khandsa Road Palam Vihar road Sohna Road Mehrauli road Sheetla Mata Mandir road Basai Road Golf Course Road Manesar road Pataudi road Total
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Table 6.8 Trip Characteristics: 2011 With BRT Trips Assigned (Peak hour) Trips Assigned for Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours : 203038 : 203038 : 64972 (32%) : 46699 (23%) : 20304 (10%) : 71063 (35%) : 25.50 kmph : 9.81 kmph : 861287 pass-kms : 33776 pass-hrs : 515717 veh-kms : 20224 veh-hrs

Figure 6.7 BRT Routes Proposed for 2011

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6.6.5 High Speed High Capacity Mass Transit System Plan

The PPHPD predicted for various major corridors by the model for 2021 is presented in Table 6.9. Table 6.9: PPHPD on major corridors- 2021
Sl. No 1 2 3 4 5 6 7 8 9 10 11 12 Name of the road Inner Ring Road Old NH8 Khandsa road Palam Vihar road Sohna Road Mehrauli Road Sheetla Mata Mandir road Basai road Golf Course Road Manesar road Pataudi road ORR Transit PPHPD 25400 21200 34100 21800 31500 34000 16700 31300 21500 21000 32500 75000

In addition to low capacity (BRT) corridors, possible medium (LRT/monorail) and high capacity/high speed Mass Transit System (Metro), are assumed for implementation on appropriate corridors. The criteria for selecting the corridors are: Public Transport PPHPD, Total trips, Right of Way, Mobility Corridor, Connectivity to Delhi, Connectivity to growth centers

Type of corridors for various systems is presented in Table 6.10. Table 6.10: Various Types of corridors Identified for Systems
Sl. No 1 2 3 4 5 6 7 Name of the road Inner Ring Road Old NH8 Khandsa road Palam Vihar road Sohna Road Mehrauli Road Sheetla Mata Mandir road Type of Corridors Medium Capacity Low Capacity BRT High Capacity Low Capacity High Capacity High Capacity Low Capacity
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Sl. No 8 9 10 11 12

Name of the road Basai road Golf Course Road Manesar road Pataudi road Outer Ring Road

Type of Corridors High Capacity Low Capacity Low Capacity High Capacity High Capacity

The proposed Outer ring road has the highest PPHPD, which require high capacity system. Hence the metro extension for Gurgaon proposed by DMRC (master plan 2021) is considered to share the load on the outer ring road and will act as the main metro corridor. Hence medium capacity system is proposed on outer ring road. Other radial high capacity corridors are proposed to emanate from the DMRC metro. The urban transport model was used to forecast the travel characteristics under this option and the results of are shown in Table 6.11. The suggested transport strategy with mass transit systems would augment the public transport share to 58%. The proposed mass transport scenario is presented in Figure 6.8. Table 6.11: Travel Characteristics 2021
Trips Assigned (Peak hour) Trips Assigned -Gurgaon Trips Assigned- TW (Peak Hour) Trips Assigned- Car (Peak Hour) Trips Assigned-Auto rickshaw (Peak Hour) Trips Assigned- PT (Peak Hour) Average network speed (major corridors) Average Trip length Total passenger kms Total passenger hours Total vehicle kms Total Vehicle hours : 380902 : 380902 : 79989 (21%) : 53326 (14%) : 26663 (7%) : 220923 (58%) : 30 kmph : 11.39 kms : 3092927 pass-kms : 110462 pass- hrs : 739565 veh-kms : 26413 veh-hrs

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Figure 6.8 : Transport Strategy with Mass Transport under moderate scenario

6.7

Mass Transport Strategy under Aggregate Scenario

The proposed mass transit strategy under aggressive land use scenario with ring network includes the same mass transit strategy in moderate scenario with additional two outer rings high capacity system to cater to the mobility requirements of the outer growth centers. The transport scenario is presented in Table 5.3.

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6.8

Complementary Proposals

There are other complimentary projects/proposals that must be implemented in tandem to the public transport corridors towards a successful public transport system that meets the objectives and goals of the mobility plan: Augmentation and strengthening of feeder service network Integrate parking with public transit/mass transit terminals by way of park and ride structures Identify and local multi modal terminals for safe, faster and convenient intermodal transfers Appropriate vehicle and terminal design Safe, faster and convenient pedestrian dispersal system Bicycle access to the public transport terminals Rationalize existing bus routes in light of the public transport corridors Public transport friendly tax structure Use of Intelligent Transport System (ITS) technology Signal prioritization public transport vehicles

It is important that the above mentioned actions must not be treated in isolation but a systems approach be adopted.

6.9

Passenger and Commercial Terminal Plan

6.9.1 Bus Terminals

Bus terminal in Gurgaon, from where the inter state and local mini buses are being operated, is located in the heart of the city. To cater to the future public transport demand, it is proposed to shift the entire bus terminal to the outskirts. It is suggested to operate the interstate and inter city services from this terminal at the inter- modal transfer terminal proposed on Outer ring road in the Development Plan- 2021 near NH8 (sector 83). Also it is proposed to have local bus terminals along with the three intermodal transfer terminals proposed in Sector 44, sector 83 and sector 121. Since these terminals proposed along with inter-modal terminals, provision for park-and-ride system will be present. These terminals are presented in Figure 6.9.

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6.9.2 Train Traffic

Gurgaon has its railway station located at the extreme corner of the city and hence the patronage of intercity commuters is negligible. Gurgaon residents mostly depend on railway stations in Delhi or Faridabad (on Delhi-Mumbai/Chennai track) for longdistance travel. There are eight local passenger trains passing through Gurgaon daily. These trains have stops in Gurgaon. Based on the information collected from the railway in Gurgaon, about 1500 passengers are commuting through these local trains daily. A new railway station on Basai road is under planning. There are three level crossings present on Delhi-Mumbai/Chennai track. But they are located at the outskirt of the city and with less traffic crossing at the level crossings. considered in the long- term perspective. This is excluding the RoB under construction on Basai road. Elimination of these level crossings will be

6.9.3 Truck Terminal

There currently is no truck terminal available in Gurgaon. Taking into the industrial growth of Gurgaon and Manesar area and along KMP corridor, it is essential to provide truck terminals at various locations. Major benefits of the terminal are the reduction in truck traffic on city roads and roads and market yards. The truck terminals also serve as job-growth and economic catalyst for the area. Truck terminals are proposed in Gurgaon near Maruti Udyog near Old Gurgaon road (sector 19), and two locations in Manesar (one along the Outer ring road (sector 88), and another location in sector 128). These locations are presented in Figure 6.9. Cargo Movement between Manesar and Airport: NH8 is the main corridor connecting Manesar and the airport which will serve in the future also. The two toll plazas on NH8 section between Manesar and airport have facility to accommodate MAVS. Manesar is located between NH 8 and the proposed KMP corridor. Hence connectivity to the It is recommended to airport is also possible through the KMP corridor in future. plan.

include proper connectivity to airport from NH8 and KMP corridor in the airport master

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Impact of Proposed KMP Corridor on Commercial Vehicle Movement: OD survey conducted at the toll plaza on NH8 section near Manesar revealed that about 10,000 commercial vehicles are crossing the toll plaza in a day. About 22% of these vehicles are bound between Gurgaon and places south to Gurgaon, while 10% bound from/to Delhi and remaining 68% is bound from/to places outside of NCR. This 68% traffic, bound from/to places beyond NCR, might shift to the proposed KMP Corridor from the NH8 in the future. Also the Delhi bound traffic may shift to the KMP as Delhi is connected with KMP through various NHs and SHs. To study the true impact, a detailed study is needed by comparing the benefits and costs (including toll) on both NH 8 and KMP.

Figure 6.9 Proposed Locations of Bus terminals and Truck terminals

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6.10 Non- Transport Measures

6.10.1 Trafic Demand Management Plan

The improved public transportation and associated improvements to the study area would substantially shift the travel patterns of the study area. Results from the travel demand model indicate that after implementing the public transport corridors and the other necessary proposals public transport share of the trips would increase to approximately 40-50% of the motorized trips. To further increase in public transport modal shares additional demand management interventions are necessary: Corridor Densification Limited availability of parking as well as high parking fees Congestion charges

Corridor Densification Plan: The Development Plan must anticipate the increase in value of land due to the public transport investments and must capture the land value. The DP for the study area must orient itself towards densifying the proposed public transport corridors and vicinity to improve the ridership. Consequently the land use structure and regulations must be corridor based. Increase FSI on the public transport corridors and additional FSI may be sold at market value.

6.10.2

Road Maintenance and Management Plan

Despite best efforts of concerned authorities aimed at improving the urban road network the roads continue to exist below desired standards. However urban roads could be maintained and managed at a very high level of serviceability using modern techniques of Road Maintenance Management System (RMMS), supported be a systematic Road Information System (RIS). This will help to evaluate the existing condition of the roads and to suggest needed improvement measures for the roads so that cost-effective modern technologies can be used to provide higher level of serviceability by applying regular and timely maintenance. RMMS is a tool to facilitate the road network asset management at rural and urban levels within the study area. As an asset management tool, RMMS require a strong data
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base (Road Information System) to be collected, maintained and managed scientifically by using the latest techniques like GIS. RMMS is characterized by: Creation of a database on road inventory, road condition, traffic, geographic data, demographic and socio-economic parameters; Finalization of performance standards for necessary maintenance activities; Create the cost data base in respect of various regions for the network; Data base on budgetary support available for maintenance; Design a maintenance model to make predictions with respect to short, medium and long-term frames Generate various scenarios of maintenance within the given constraints of funding and predict the level of service achieved within these constraints Priorities the investment needs Ensure the available recourses are put into optimum use, and Centralized outputs of the proposed maintenance management system to decide the state level planning, prioritization and optimization for network.

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7. Investment Programme and Institutional Frame Work

7.1 Cost Estimation

The mobility plan elements discussed in the previous sections were considered in the estimation of block cost estimate for implementing the elements in the future. Summary of the costs is presented in Table 7.1. The rates are assumed based on consultants experience on similar studies in the past. The approximate capital cost for implementing the mobility plan is about Rs. 28,000 Crores. Major share of the investment is for developing public/mass transport systems.

7.2

Phasing

The investment is phased into three periods, such as 2008- 2011, 2011- 2017 and 20172021. The first period (2008- 2011) is basically focus on the traffic management measures and implementation of bus transport. It is essential to implement buses immediately and the travel demand requires BRT implementation by 2011. Hence these two components are added in Phase 1 itself. Majority of the developments including SEZs proposed in and around GMUC are expected to complete by 2017. The development of the main metro connecting Gurgaon with Delhi (which is included DMRC 2021 plan) is proposed to implement by 2017, in the second phase. Phasing of the investment is presented in Table 7.2. Other mass transit systems, elevated Inner Ring road and Outer ring road are proposed to develop in the third phase. Table 7.2 Phasing of Mobility Plan Investment
Phases Phase 1 (2008-2011) Phase 2 (2011- 2017) Phase 3 (2017-2021) Total Rs. In Crores 2333 4608 21104 28045 % 8 16 75 100

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Table 7.1 Break- up of Block Cost Estimates

2008- 11 Rates in Crores Item Bus Fleet Junction Improvement Bus shelters Carriageway widening with SMV lanes Foot path cum drain Traffic & Pedestrian Management measures (Signages and Markings) 6 7 Flyovers/Underpasses 8 Pedestrian Crossing Facilities (grade separated) 9 Off-street Parking sites 10 BRT Total 2011- 2017 1 Metro (DMRC) Road Widening (4 lane to 6 lane & 6 lane to 8 lane) with all infrastructures 2 3 Road Widening (2 lane to 6 lane ) 4 New Links (6 lanes) 5 New Links (8 lanes) 6 Flyovers/Underpasses 7 Inter- modal transfer facilities Total 2017- 2021 1 2 3 4 5 6 7 8 9 10 11 Metro Monorail/LRT Road Widening (4 lane to 6 lane & 6 lane to 8 lane) New Links (6 lanes) New Links (8 lanes) Elevated Ring Road Flyovers/Underpasses Inter- modal transfer facilities with park and ride facilities at city bus terminals Bus terminal (Mofussil services) Truck terminals RAAS & RMMS Total 85 88 175 50 100 25 9 2 1 3 Km Km Km Km Km Km No. No. No. No. LS 140 80 2 6 8 20 20 8 6 2 6 11900 7040 350 300 800 500 180 16 6 6 6 21104 No 1 2 3 4 5 Apprx. Quantity 300 20 160 200 200 200 6 8 12 140 Unit No. No. No. Km Km Km No. No. No. KM Rate 0.50 0.25 0.15 1 0.45 0.04 20 1 4 12 Cost 150.0 5.0 24.0 200.0 90.0 8.0 120.0 8.0 48.0 1680.0 2333 3500 180 200 300 400 20 8 4608

25 90 50 50 50 1 1

Km Km Km Km Km No. No.

140 2 4 6 8 20 8

Grand Total

28045

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7.3

Institutional Frame Work

The section analyse the present setup of institutional framework in Gurgaon, the issues pertaining to the present setup and proposed frame work.

7.3.1 Present Institutional Set-Up

The following agencies are currently involved in planning, implementing and managing traffic and transport infrastructure of GMUC. Directorate of Town and Country Planning, Haryana (DTCP): This is the nodal agency responsible for the Strategic Regional and Transportation Planning in the Urban Complex. It has the overall responsibility of preparing and implementing development plans in the Area. It functions as an apex body in preparing and implementing development programs in areas such as housing, slum improvement, traffic and transportation and infrastructure development. The Haryana Urban Development Authority (HUDA): It is a statutory body of

Haryana Govt. was constituted under the Haryana Urban Development Authority Act, 1977 to take up the planned development of urban areas and it functioned under the support of the Town & Country Planning Dept. The main functions of Haryana Urban Development Authority are as under: To promote and secure development of urban areas with the power to acquire, sell and dispose off property, both movable and immovable ; To acquire, develop and dispose land for residential, industrial and commercial purpose ; To make available developed land to Haryana Housing Board and other bodies for providing houses to economically weaker sections of the society ; and To undertake building works.

The development of major infrastructure services in the Gurgaon- Manesar urban complex include master water supply, master sewerage system, master storm water drainage, northern peripheral road, southern peripheral road and other major external roads and major horticultural works will be under taken by this Authority. Corporation of Gurgaon: Gurgaon has been upgraded to a Municipal Corporation

recently. The Corporation is responsible for planning and implementation of economic and social development plans, basic urban amenities and facilities and urban infrastructure within the area under Municipal Corporation.
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Haryana State Industrial and Infrastructure Development Corporation (HSIIDC): HSIIDC was setup in 1967 for promoting medium and large scale industries so as to ensure balanced regional development of Haryana, by acting as an institutional entrepreneur and a financial institution. HSIIDC serves as the single most important platform for providing services in the following areas: Providing financial assistance by way of term loans, equipment refinance/equipment leasing and working capital. Infrastructural development in the State of Haryana. Performing Agency functions on behalf of the State Government/ IDBI/SIDBI Performing Agency functions for entrepreneurs and established industries for enhancement of capacity/modernisation. This agency is responsible for the infrastructure development of industrial estate of Manesar. Traffic Police: Traffic police is the foremost agency managing traffic in Gurgaon. The jurisdiction of Gurgaon Police is almost synonymous with the Corporation. Other Organisations: In addition, the Government organisations directly or indirectly related to transportation in the GMUC are Department of Highways, Haryana State Road Transport Corporation, RTO, etc. Stakeholders like SURGE are active in traffic management in Gurgaon.

7.3.2

Issues with the Present Institutional Set up

There are a number of prestigious organisations/institutions involved in planning, implementation and enforcement of Traffic and transport infrastructure in Gurgaon. In many tasks, role of various agencies is overlapping. But there is no organised public transport for intra city movements in Gurgaon. Private operators are running mini buses to various neighboring villages. 6- seater autos and cycle rickshaws are also active for local transport, but not in an organised way at all. There is no enforcement/restriction in the movement of commercial vehicles also. There is no agency/organization responsible for managing the above transport in Gurgaon.

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Due to the multiplicity of institutions has resulted in fragmentation of functional responsibilities, lack of local resources, paucity of financial resources and lack of privatization strategy for the sector, as a whole. This calls for developing and maintaining an integrated transport system by an appropriate authority. In order to have an integrated approach to improve the transportation infrastructure in Gurgaon and to utilize the available infrastructure facilities and resources for development efficiently, proper coordination and streamlining the activities of different agencies, there is need for a statutory organization.

7.3.3

Proposed Institutional Framework

Realizing the importance of an integrated approach to the problem of Urban Transport, the national Transport Committee set up in 1980 by Government of India thought of having a Unified Metropolitan in Transport Authority (UMTA) for every major urban area to ensure that not only the planning and operation of all transport modes are integrated but transport development is clearly interlinked with the development as a whole. This approach was subsequently incorporated into the National Urban Transport Policy (NUTP) issued by the Government of India, in the Ministry of Urban Development. UMTA should be a statutory body, created by on Act of parliament as an enabling body. Besides, it should have professionals as members. All the above mentioned agencies involved in planning, implementation and enforcement of transport in GMUC should have members in UMTA. The UMTA will look into both the planning and execution aspects of all the projects and recommend the priority with each of these projects should be taken up. All the transport and infrastructure projects will be look into by this body. All urban transport related projects need to be approved by the UMTA for funding (State / Central) to be available to them. Apart from deciding the finance for the project, the body will take a call as to which member agency will implement a particular project. The authority will advise all the local bodies regarding the execution of transport projects. It should have adequate transport planning expertise also in order to study and prepare perspective plans for transport and related infrastructure. It should be responsible for undertaking and updating all transport studies, including mobility plans in every 3-5 years. The UMTA is also responsible as a regulatory authority, where it will adopt /set performance standards for bus, roadways, transit etc. It will also have bus/ Vehicle operating standards.

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Also UMTA would be responsible for developing integrated plans for the Infrastructure of focusing on the Transport, Sewerage, Water, Storm water drainage, Electrical and Communications requirements. This would ensure concurrent development and efficient use of resources. To Summarize, UMTA should have the following responsibilities: 1. Regulatory

Setting norms/ Standards / Guidelines Traffic Service levels TSM Guidelines Land use transport integration QA/QC for comprehensive mobility Plans Updation of Master plans Project Approval State/Central fund sanctioning and channeling Co-ordination with other Urban Infrastructure departments.

2. Planning

3. Funding

4. Co-Ordination

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Primary Data Collected

Traffic Surveys Conducted:
In any transport planning exercise, data collection is the cornerstone and is the very foundation on which rests the super structure. The following surveys were undertaken to develop/update the traffic and transportation data for the study: 1. Road network inventory surveys 2. Screen line volume counts 3. Junction turning counts 4. Cordon count and OD surveys 5. Speed and delay surveys 6. On-street parking surveys 7. Off- street parking surveys 8. Pedestrian count along the roads 9. Pedestrian count crossing roads/ junctions 10. IPT passenger interview surveys 11. Cyclist interview surveys 12. Inter city & local Bus passenger count and OD for both boarding and alighting passengers 13. House hold interview surveys 14. Topo surveys

2. Survey Schedule
Schedule for these surveys is presented in Table 1. Table 1 Traffic Survey Schedule
Sl. No. 1. Type of survey Road network inventory Peak & off-peak hours Duration Locations About 210 kms within the study area NH 8 MG road Old Gurgaon road Sohna road Date 28th May 0830th May 08

2.

Speed- delay surveys

28th May 0830th May 08

1

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana

Sl. No.

Type of survey

Duration

Locations Khandsa road Railway road Basai road Pataudi road Faridabad road Jharsa road Palam Vihar road Sushkant Lok road Subash Chandrabose Marg Sheetla Matha Mandir Marg Lt. Atul Katariya Mar 1. On NH8 near Hero Honda Chowk 2. On Khandsa road

Date

30th May 08 2nd June 08 3rd June 08 4th June 08 4th June 08 4th June 08 5th June 08 5th June 08 6th June 08 6th June 08 9th June 08 9th June 08 9th June 08 27th June 08 30th June 08 10th June 08 10th June 08 11th June 08 11th June 08 16th June 08 12th June 08 13th June 08 13th June 08 17th June 08

3.

Screen line Volume Count

16 hrs

3. On Pataudi road 1. IFFCO Chowk: 2. Rajeev Chowk: 3. Fountain Chowk 4. Bhagat Singh Chowk 5. Sukrali Chowk: 6. Lt Atul Katariya Chowk 7. Sheetla Mata Marg Chowk: 8. Basai Chowk 9. Bhaktavar Singh Chowk 10. NH8 Manesar Industrial estate Chowk 11. Shankar Chowk

4.

Junction turning counts

16 hrs

12. Sikanderpur Chowk 1. On NH8 towards Delhi 2. On MG road 3. On Faridabad road 4. On Sohna road 5. On NH8 towards Rewari 6. On Pataudi road 7. On Basai road 8. On Daulathabad road

5.

Cordon RSI+ Volume Count

24 hrs

9. On Najafgarh road

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Sl. No.

Type of survey

Duration

Locations 10. On Old Gurgaon road

th

Date 17 June 08 17th June 08 17th June 08 18th June 08 18th June 08 18th June 08 18th June 08 18th June 08 30th June 08 17th June 08 17th June 08 17th June 08 18th June 08 18th June 08 18th June 08 18th June 08 18th June 08 23rd June 08 27th June 08 19th June 08 19th June 08 19th June 08 19th June 08 19th June 08 19th June 08 19th June 08 2nd July 08 19th June 08 19th June 08

6.

Pedestrian Count (along the road)

12 hrs

1. Fountain Chowk 2. In front of Bus stand 3. Old Gurgaon road between Palam Vihar road and Karterpuri Marg 4. MG road between Faridabad road and Nathupur road 5. MG road between Faridabad road and IFFCO Chowk 6. Sheetla Mata Mandir Marg 7. Sethi Chowk 8. Vishwakarma Road 1. IFFCO Chowk 2. Fountain Chowk 3. Sheetla Mata Mandir Chowk 4. Rajiv Chowk 5. Sukhrali Chowk 6. Sethi Chowk 7. Near Bus stand

7.

Pedestrian Count (across the road)

12 hrs

8. NH 8 DLF mall 9. Prakash Puri Chowk 10. Shankar Chowk 1. Railway station road 2. New Railway road (near HUDA Shopping Complex) 3. New Railway road (near New Colony) 4. Fountain Chowk 5. Around Sethi Chowk 6. Netaji Subash Marg (near Unitech Business Centre/Cyber Park) 7. MG road (between PVR mall and Bristol) 8. On Vishwakarma road

8. 9.

On-street parking survey Off-street parking survey

12 hrs 1. Railway station 12 hrs 2. Near Power Grid

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Sl. No.

Type of survey

Duration

Locations 3. Near Mini Secretariat 4. Off-street of Vishwakarma road [Link] road near Rajeev Chowk [Link] road near Rajeev Chowk [Link] Chowk [Link] Bus stand [Link] Katariya Road [Link] Chowk [Link] Gurgaon road near Kapar Shera [Link] Basai Junction (2 locations)

Date 19th June 08 2nd July 08 24th June 08 24th June 08 24th June 08 25th June 08 25th June 08 25th June 08 26th June 08 25th June 08 26th June 08 26th June 08 21st June 08 23rd June 08 27th June 0814th July 08 2nd week of August

10. 11. 12. 13.

Inter city & local Bus passenger count + OD (both boarding and alighting) IPT passenger interview survey Cyclist interview survey HHI surveys

12 hrs

[Link] Manesar Chowk [Link] Gurgaon road near Palam Vihar road

500 samples 500 samples 3000 samples About 10 Kms, including Junctions: 10 Nos. Road stretches : 5kms Bus terminal & railway station

14.

Topo Surveys

Findings of various surveys are presented below.

3. Road Network Inventory

Objective of the Survey: Road network inventory has been aimed at developing the network database with the existing features of roadway sections covering the study area. Conduct of the Survey: For all major road sections in the study area, inventory surveys has been undertaken to create a road network database. Inventories of the following facilities were undertaken as part of the task: Road Section length

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Effective Road width Median width and type Quality of riding surface Adjoining Land use and available access control Intersection Facilities Availability of pedestrian Facilities Parking Facilities present along the road Traffic Control Measures

Data Entry and Analysis: The road network attribute data collected from the field has been integrated with the network database. The database has been used in developing the base year network facilitating both qualitative and quantitative evaluation of the present sufficiency of road networks vis--vis existing standards and usage pattern. Key Outputs: Road transport Network database of the study area. The road network covered in the survey is presented in Figure 1.

Figure 1 Roads covered in Road Network Inventory

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Salient features of the road network in the study area are presented below. Road Length Covered: The survey covered about 220 kms of the road length in the study area. Type of Carriageway: The share various types of road carriageways are presented in Table 2. Majority of roads in the study area have two lane carriageways (58%). NH8 expressway is the eight lane road passing through the study area, which constitute 10% of the total road length. Table 2 Type of Carriageway
Type of carriageway 8 Lane 6 Lane 4 Lane 2 Lane Total Length (Km) 21 11 61 127 220 % 10 5 28 58 100

Availability of median: Medians are available for about 45% of roads in the study area, while 55% of roads dont have median for directional segregation of traffic. Availability of Footpath: Footpath is not present on majority of roads in the study area. About 25% of roads are with walk able foot path.
Street Light
Present 22%
Absent 77%

Foot Path
Present 23%

Availability of street light: It is seen that street Light is available only on 22% of roads in Gurgaon.
Absent 78%

4.

Screen - line Volume Counts

Objective of the Survey: These surveys were conducted at identified screen line locations for 16 hours covering morning and evening peak hours, which have been used for validation of the urban travel demand model.

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 6

A screen line is identified to validate the existing traffic between Gurgaon and Manesar in the model. Hence three locations are selected on the roads connecting Gurgaon and Manesar. They area: On NH8 expressway between Gurgaon and Manesar On Khandsa road between Gurgaon and Manesar On Pataudi road between Gurgaon and Manesar

Conduct of the Survey: Manual traffic counts have been carried out on a typical working day at all the identified locations. At each identified station, both directional counts were carried out by vehicle type. I.e. cars, jeeps, vans, buses, trucks, MAVs, LCVs, tractors, motorized two wheelers and three wheelers, and slow moving vehicles. Data Entry and Analysis: The traffic data collected from the field has been scrutinized and processed. The Passenger Car Unit (PCU) values recommended by Indian Roads Congress (IRC) for urban roads were used in the analysis. The screen line count locations are presented in Figure 2. Key Outputs Peak Hour Volume at the survey stations (Veh/Hr. and PCU/Hr) Traffic by Vehicle type and hourly distribution of Traffic

Figure 2 Screen line Count Locations

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Vehicles counted were converted to Passenger Car Units (PCU) by adopting equivalent PCUs. The PCUs corresponding to urban roads as per IRC: 106-1990 is used and the PCU values adopted is given in Table 3. Table 3 Equivalency factors for Various Types of Vehicles on Urban Roads
Equivalent PCU Factors for Urban Roads Vehicle Type Two Wheelers Passenger Cars/ Pick Up Vans Auto Rickshaw Light Commercial Vehicle Truck or Bus MAV Cycle Cycle Rickshaw Cart
(Source: IRC: 106-1990)

Vehicle Composition <5% 0.5 1.0 1.2 1.4 2.2 4.0 0.4 0.5 2.0 >10% 0.75 1.0 2.0 2.0 3.7 5.0 0.5 2.0 3.0

The 16 hours traffic volumes (16 Hours) at screen- line locations are presented in Table 4. These count data was used to validate the base year transport model developed for the study area. Table 4 Summary of Screenline Counts
No. 1 2 3 Location On NH 8 near Hero Honda Chowk On Khandsa road between Gurgaon and Manesar On Pataudi road between Gurgaon and Manesar Vehicles 58633 9574 10570 PCUs 85026 10474 12905

5. Cordon Volume Counts & RSI Surveys

Outer Cordon: is the boundary of the study area, i.e.; the Gurgaon- Manesar Urban Complex, along which, ten locations have been selected. The directional classified volume count surveys were conducted for 24 hours across these points. RSI Surveys: The main objective of the survey is to derive the passenger and freight travel pattern by road. These surveys were aimed at analyzing the traffic movement between the study area and other parts outside.

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Scope of the Survey: The scope of the survey includes conducting interviews at all outer cordon and two inner cordon points for 24 hours along with the classified traffic counts. Conduct of the Survey: Interviews were carried out on a sample basis on a typical working day by stopping the vehicles with the help of police. The objective was to achieve minimum sample coverage of 10 percent spread across various categories of vehicles. Classified volume counts were carried out along with the interviews in order to facilitate adjustment for sampling, or to calculate expansion factors. The information collected includes origin and destination of trip, occupancy, trip purpose, frequency and in the case of goods vehicles their type of material transported. Data Entry and Analysis: A zone system has been developed to code the origin and destination of the trips. The collected data has been coded and processed to eliminate all illogical data and entry errors. The data has been processed and expanded to total traffic using the expansion factors for each vehicle type. and RSI survey are: On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari On Pataudi road On Basai road On Daulathabad road On Najafgarh road On Old Gurgaon road on MG road at IFFCO Chowk and at Rajeev Chowk on Sohna road The outer cordon count

The inner cordon points are:

The RSI survey locations are presented in Figure 3. Key Outputs Mode-wise trip matrices Occupancy level by vehicle type Trip frequency and purpose Trip pattern
9

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana

Figure 3 Cordon Count and RSI Locations The summary of the data collected for 24 hours is presented in Table 5 and the peak hour details is also shown in the Table. Table 5 Summaries of Cordon Counts
Sl. No. 1 2 3 4 5 Location Time On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari 6.30 PM- 7.30PM 7.00 PM - 8.00 PM 8.45am - 9.45am 10.00am-11.00am 6.15 PM - 7.15 PM Peak Hour PCU Total Vehicles (24 Hrs) Vehicles PCU Share of Peak Traffic (%)

11418 5340 1254 1513 3327

108913 72190 11716 15425 33563

128164 72173 13194 25310 62810

8.9% 7.4% 9.5% 6.0% 5.3%

10

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Sl. No. 6 7 8 9 10

Location Time On Pataudi road On Basai road On Daulathabad road On Najafgarh road On Old Gurgaon road

Peak Hour PCU

Total Vehicles (24 Hrs) Vehicles PCU

Share of Peak Traffic (%)

11.00 AM -12.00 AM 8.00 AM - 9.00 AM 6.00 PM - 7.00 PM 6.45pm-7.45pm 7.15 PM - 8.15 PM

1866 123 629 240 3288

14627 1046 4986 3288 41480

307232

23271 1192 8766 2944 49704

387529

8.0% 10.3% 7.2% 8.2% 6.6%

Total for all locations

On an average, about 3, 00,000 lakhs vehicles are entering and exiting Gurgaon, including NH8 expressway. The total daily traffic accounts about 3.8 lakhs PCU.

Maximum vehicles entering/exiting through NH 8 (from Delhi side), followed by Mehrauli- Gurgaon road and NH8 from Rewari side. The traffic on NH8 towards Rewari and on Sohna road are found to be more equally distributed throughout the day, hence the peak hour share is less.

Composition of Traffic plying at the outer Cordon Points is presented in Table 7. Passenger vehicles form the major share at all locations, which varies between 67% on NH8 towards Rewari and 95% on MG road. Share of commercial/goods vehicles varies from 3% to 35%. Commercial vehicles are found high on NH8, on Old Gurgaon road, Sohna road, etc. On an average, daily about 40,000 commercial/goods vehicles are entering and exiting the study area. The morning peak and evening peak traffic observed is presented in Table 6. Table 6 Morning Peak and Evening Peak Observed at Outer cordon Points
Location On NH 8 towards Delhi Peak Morning Peak Evening Peak Morning Peak Evening Peak Morning Peak Evening Peak Peak hour 9.30-10.30 18.30-19.30 9.15-10.15 19.00-20.00 8.45-9.45 17.45-18.45 Peak value (PCU) 10653 11475 4426 5340 1254 1064

On MG Road

On Faridabad road

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Location On Sohna road

Peak Morning Peak Evening Peak Morning Peak Evening Peak Morning Peak Evening Peak Morning Peak Evening Peak Morning Peak Evening Peak Morning Peak Evening Peak Morning Peak Evening Peak

Peak hour 10.00-11.00 18.30-19.30 10.30-11.30 18.15-19.15 11.00-12.00 17.00-18.00 8.00-9.00 18.45-19.45 9.00-10.00 18.00-19.00 8.15-9.15 18.45-19.45 11.00-12.00 19.15-20.15

Peak value (PCU) 1513 1475 2800 3327 1866 1413 123 98 600 629 228 240 2556 3288

On NH 8 towards Rewari

On Pataudi road

On Basai Road

On Daulathabad Road

On Najafgarh Road

On Old Gurgaon Road

Table 7 Composition of Traffic plying on Outer Cordon points (24 Hrs)

Vehicles Sl. No. Location On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari On Pataudi road On Basai road On Daulathabad road On Najafgarh road On Old Gurgaon road Passenger Vehicles Goods Vehicles SMVs Total Passenger Vehicles % Goods Vehicles SMVs Total

1 2 3 4 5 6 7 8 9 10 Total

97640 68508 9850 10946 22349 10632 759 3094 2674 33670
260120

10279 2338 1705 4172.5 11089.6 3571 243 1755 129 4665
39947

994 108918 1345 72191 161 306 124 424 44 137 485 11716 15425 33563 14627 1046 4986 3288

90 95 84 71 67 73 73 62 81 81
85

9 3 15 27 33 24 23 35 4 11
13

1 2 1 2 0 3 4 3

100 100 100 100 100 100 100 100

15 100 8
2

3146 41480
7166 307233

100
100

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Average composition of vehicle types crossing outer cordon points is presented in figure 4. Car traffic is maximum, followed by two wheelers and trucks.

LCV 4% MAV 2% Trucks 6% Auto Rickshaws 2%

Tractors 1%

SMVS 2%

Standard Bus 4% Mini Bus 1% Van 1% Share Auto 1% Car 52%

Two Wheelers 24%

Figure 4 Composition of Vehicles Crossing Outer Cordon Points (24 Hrs)

Road Side Interview Surveys

Surveys had been conducted at ten locations on outer cordon and at two inner cordon points for 24 hours. The details of the locations had been dealt in the earlier section. Zoning System Adopted The study area and other influencing areas are broadly classified into two regions, say, area within Gurgaon- Manesar Urban Complex (GMUC) and area outside GMUA. within GMUC and rest 12 zones are areas outside of GMUC. Sample Size The collected data was coded, processed and expanded to total traffic using the expansion factors for each vehicle type. Average sample size obtained for various categories of vehicles for the O-D survey across outer cordon locations are given in Table 8. The sample covered is adequate as per the norms of minimum 10% samples for urban areas. The entire study area comprises of a total of 157 zones, out of which 1 to 145 zones are

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Table 8 Sample Size for Outer Cordon Points

Location On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari On Pataudi road On Basai road On Daulathabad road On Najafgarh road Old Gurgaon Road Average Truck 10% 11% 12% 11% 10% 18% 23% 13% 11% 11% 13% MAV 12% 14% 29% 17% 11% 14% 50% 24% 21% 95% 29% LCV 12% 18% 10% 19% 11% 11% 11% 12% 13% 28% 15% Car 10% 11% 20% 12% 10% 11% 10% 11% 21% 13% 13% AR 49% 25% 32% 15% 10% 11% 17% 28% 24% 18% 23% TW 10% 12% 13% 18% 10% 10% 11% 10% 12% 11% 12%

Trip Frequency The detailed trip frequency distribution is shown in the following Figure. Analysis of the trip frequency shows that the majority of trips are daily trips, which shared 62% of the total trips followed by alternate day trips and weekly trips having a frequency of 17% and 11% respectively. Table 9 shows the trip frequency at all locations across outer cordon points.
Fortnightly 4% Weekly 11% Monthly 4% Occasionally 2%

Alternate Day 17%

Daily 62%

Figure 5 Average Trip Frequency across Outer Cordon Point Table 9 (a) Trip Frequencies by location on Outer Cordon Points
Frequency of the Trip Location Name On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari On Pataudi road Daily 70% 73% 73% 44% 42% 68% Alternate Day 20% 17% 15% 18% 18% 11% Weekly 7% 8% 9% 17% 15% 17% Fortnightl y 2% 1% 2% 8% 10% 1% Monthly 1% 1% 1% 6% 5% 2% Occasionally 0% 0% 0% 7% 10% 1% Total 100% 100% 100% 100% 100% 100%

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Frequency of the Trip Location Name Daily 54% 64% 67% 62% Alternate Day 26% 19% 13% 17% Weekly 13% 2% 8% 11% Fortnightl y 0% 3% 6% 4% Monthly 7% 10% 5% 4% Occasionally 0% 2% 1% 2% Total 100% 100% 100% 100%

On Basai road On Daulathabad road On Najafgarh road Average

Table 9 (b) Trip Frequencies by modes on Outer Cordon Points

Mode Truck MAV LCV Car AR TW Daily 56% 51% 67% 63% 65% 81% Alternate Day 23% 18% 18% 12% 13% 13% Weekly 11% 14% 12% 10% 11% 3% Fortnightly 7% 10% 2% 7% 6% 2% Monthly 2% 6% 1% 6% 3% 1% Occasionally 1% 1% 0% 2% 2% 0% Total 100% 100% 100% 100% 100% 100%

The higher daily trips observed at locations on roads connecting Gurgaon with Delhi, as people residing in Delhi comes daily to Gurgaon for working and business purpose. When comparing the trip frequency by mode, maximum daily trips are made by two wheelers. Purpose of Journey Analysis on purpose of journey reveled that the work trips constitute more with 61% followed by business trips of 30% and others 9%. Table 10 shows the trip purpose at all the locations across outer cordon points. Table 10 Purpose of Journey on Outer Cordon Points
Location Name On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari On Pataudi road On Basai road Wor k 63% 56% 59% 67% 59% 66% 59% Educatio n 7% 2% 8% 5% 2% 1% 1% Purpose of the Trip Social & Recreation Tourism 1% 0% 0% 2% 2% 1% 0% 5% 1% 2% 4% 8% 3% 4%

Business 24% 41% 27% 20% 27% 29% 36%

Others 0% 0% 4% 2% 2% 0% 0%

Total 100% 100% 100% 100% 100% 100% 100%

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 15

On Daulathabad road On Najafgarh road Old Gurgaon Road Average

62% 63% 58% 61%

34% 28% 32% 30%

1% 3% 3% 3%

0% 2% 2% 1%

1% 2% 2% 3%

2% 2% 3% 2%

100% 100% 100% 100%

The work trips are predominant at all the points on outer cordon locations of the total trips, which is the typical travel characteristic of urban areas. observed on NH 8, since the roads leads to Jaipur. Tourism trips are

Occupancy Analysis on occupancy of the vehicles reveled that the average occupancy of car is 2.0, which of two-wheeler is 1.3 and the average occupancy of auto is 2.8. Distribution of average occupancy based on vehicle type has been shown in the Figure 6. Table 11 shows the average occupancy at all the locations across outer cordon points.

3.5

Average Occupancy

3.0 2.5 2.0 1.5 1.0 0.5 0.0 Car 2.0

2.8 2.5

3.0

1.8 1.3

Auto

TW

Truck

MAV

LCV

Vehicle Type

Figure 6 Average Occupancy by vehicle type across Outer Cordon Point Table 11 Average Occupancy by vehicle type on Outer Cordon Points
Average Occupancy by Vehicle Type Location Name Car
On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari

Auto 3.1 3.2 2.5 2.9 2.2

TW 1.6 1.6 1.1 1.1 1.1

Truck 2.2 2.2 2.4 2.6 3.1

MAV 3.3 3.2 3.3 3.1 2.9

LCV 1.6 2.1 1.5 1.5 2.1

1.7 1.6 1.6 2.2 2.2

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 16

Average Occupancy by Vehicle Type Location Name Car

On Pataudi road On Basai road On Daulathabad road On Najafgarh road

Auto 3.9 2.7 2.6 2.4 2.4 2.8

TW 1.3 1.5 1.2 1.3 1.4 1.3

Truck 3.2 2.3 2.1 2.1 2.3 2.5

MAV 2.7 2.9 2.9 2.4 2.9 3.0

LCV 1.7 2.8 1.8 1.6 1.4 1.8

2.1 2.1 2.4 1.8 2.4 2.0

Old Gurgaon Road Average

Trip Characteristics: The zones had broadly classified into two major sectors for analysing the trip characteristics. They are; Zones within GMUC Zones 1 to 145 Outside GMUC Zones 146 to 157 The trip characteristics analysis of the outer cordon points revealed that more than 70% of commercial vehicle trips and about 50% of passenger trips are between external zones to external zones. Table 12 shows the percentage of trips between the sectors. It is seen that external trips (E-E category in the Table) is significant at all major corridors. These demands for ring roads connecting all major corridors outside the city to segregate through traffic bound between places outside Gurgaon from local traffic. Since a bypass is present on NH 8, development of bypasses or ring roads connecting other roads could be thought off. Table 12 Percentages of Trips Originating and Destining between Sectors Passenger Vehicles Commercial Vehicles Location E-E E-I & I-E Total E-E E-I & I-E Total
On NH8 towards Delhi On MG road On Faridabad road On Sohna road On NH8 towards Rewari On Pataudi road On Basai road On Daulathabad road On Najafgarh road Old Gurgaon Road Average 76 59 76 81 78 58 54 92 55 91 77 24 41 24 19 22 42 46 8 45 9 23 100 100 100 100 100 100 100 100 100 100 100 43 72 69 70 64 22 45 47 30 65 55 57 28 31 30 36 78 55 53 70 35 45 100 100 100 100 100 100 100 100 100 100 100

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

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 17

6. Intersection Classified Volume Counts

Objectives: Surveys were conducted at critical intersections identified within the study area. The data help in identifying the traffic issues at the intersection, critical movements, etc. Scope of Survey: Counting of vehicles classified by the type of vehicles at the selected locations for 16 hours. The locations are: 1. IFFCO Chowk 2. Rajeev Chowk 3. Fountain Chowk 4. Bhagat Singh Chowk 5. Sukhrauli Chowk 6. Lt Atul Katarya Chowk 7. Sheetla Mata Marg Chowk 8. Basai Chowk 9. Bhaktawar Singh Chowk (Sector 39, 45) 10. NH8 Manesar Industrial estate Chowk 11. Shankar Chowk 12. Sikanderpur Chowk The locations are presented in Figure 1.13. Conduct of the Survey: Manual traffic counts were carried out on a typical working day. Data Entry and Analysis: The traffic data collected from the field were scrutinized and processed. The Passenger Car Unit (PCU) values recommended by Indian Roads Congress (IRC) for urban roads will be used in the analysis. Key Outputs Peak Hour Volume at the intersections (Veh/Hr. and PCU/Hr) Peak hour turning movement by vehicle type

Lt. Atul Katariya Chowk: The four arm junction on Old Gurgaon road connects Sheetla Mata Mandir Chowk, Palam Vihar road, Sukhrali Chowk and Fountain Chowk. It is an uncontrolled intersection. Facility for safe pedestrian crossing is not present, but foot path present on all arms. The peak hour traffic is observed about 11,000 PCU
Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 18

constituted about 8600 vehicles. Figure 7.

Major movements occurring at this junction are

straight movement on Old Gurgaon road. Peak hour turning movement is presented in

Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex Classified Turning Volume Count Survey
Location: Date: Atul Kataria Chowk 6/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU 19.00-20.00 8627 11018

From Sheetla Matha Mandir Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 0 0 0 3 133 111 13 0 0 1 0 19 0 14 294 285 0 0 2 10 97 67 10 0 0 0 4 1 0 2 193 210 0 0 4 7 417 288 60 0 0 0 0 88 0 24 888 854 Palam Vihar

From Palam Vihar Standard Bus Mini Bus Van Shared Auto Cars 4 9 3 11 119 109 31 6 0 18 7 136 0 53 506 537 126 13 39 39 254 228 180 190 150 180 11 9 0 13 1432 2542 13 4 30 37 284 163 111 12 2 7 8 29 1 61 762 979

Towards

Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU

Towards Sheetla Matha Mandir

Towards Sukhrauli Chowk

From Fountain Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 25 6 22 7 131 107 3 14 0 34 11 4 0 4 368 449 49 0 0 17 610 411 59 46 55 51 5 0 0 8 1311 1607 13 9 12 17 120 152 112 15 4 11 4 5 0 60 534 749

From Sukhrauli Chowk Standard Bus Mini Bus Van Shared Auto 22 6 15 10 354 301 39 12 14 12 2 27 0 7 821 882 32 18 95 6 100 77 10 10 25 9 2 2 0 12 398 550 4 2 235 251 271 247 42 1 0 7 1 30 0 29 1120 1375

Towards Fountain Chowk

Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU

Figure 7 Peak Hour turning movement at Lt. Atul Kataria Chowk IFFCO Chowk: It is a 4 legged signalized intersection between Mehrauli -Gurgaon road and NH 8. It is the main access to Gurgaon from NH 8 (Delhi side) and carries heavy traffic throughout day time, especially during peak hours. During peak hours, signal cycle time exceeds even beyond 5 minutes and vehicles need to wait for long time. Maximum hourly traffic observed at this junction is about 13800 PCU between 7.15 PM
Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 19

and 8.15 PM. Major turning movements occurring at this junction are between Delhi side and towards Sukrali Chowk and Sikanderpur Chowk side. Peak hour turning movement is presented in Figure 8. Cars and two wheelers are main component in the junction traffic. Heavy pedestrian movement is happening, both along and across the arms of the junction.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex Classified Turning Volume Count Survey
Location: Date: IFFCO Chowk 4/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU 19.15-20.15 12637 13829

From Sukhrali Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 125 32 25 32 339 327 270 7 5 45 6 32 0 31 1276 1733 2 0 2 4 69 40 23 0 0 0 24 0 0 2 166 259 29 20 4 17 212 213 90 3 1 24 10 39 0 26 688 835 Towards Shankar Chowk

From Shankar Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 3 1 8 9 132 81 8 3 0 11 7 8 0 18 289 332 97 27 48 34 858 460 14 14 1 49 3 28 0 17 1650 1762 18 2 156 111 236 216 101 0 0 0 2 18 1 41 902 1120

Towards Sukhrali Chowk

Towards Sikanderpur Chowk

From Hero Honda Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 116 12 40 58 908 446 23 28 6 62 1 11 0 6 1717 1911 3 2 9 1 727 1487 19 2 1 24 1 1 0 1 2278 1949 0 0 1 0 81 81 0 1 0 2 0 14 0 0 180 153

From Sikanderpur Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler 27 0 20 9 640 490 20 19 8 7 5 37 0 25 1307 1313 27 2 82 17 500 285 335 2 0 0 0 455 0 52 1757 1853 69 25 80 28 85 60 42 1 4 5 1 9 0 18 427 608

Towards Hero Honda Chowk

Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU

Figure 8 Peak Hour turning movement at IFFCO Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 20

Basai Chowk: The four arm junction connects Pataudi road, Basai road, Railway station road and Fountain Chowk. It is an uncontrolled intersection with no marking, signs and pedestrian facilities. The peak hour traffic is observed about 4,800 PCU. The movements from Basai road and Pataudi road to Fountain Chowk are found significant. Peak hour turning movement is presented in Figure 9.

Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex Classified Turning Volume Count Survey
Location: Date: Basai Chowk 9/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU 18.45-19.45 3986 4806

From Basai Road Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 0 0 0 0 6 15 4 3 3 0 4 10 3 0 48 70 0 0 0 0 5 36 28 0 0 3 3 24 0 0 99 114 31 0 0 0 5 26 1 0 1 5 3 41 0 3 116 140 Towards Railway road

From Railway Road Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 1 0 4 4 12 28 2 0 1 1 2 7 0 1 63 69 0 0 6 16 15 22 2 2 3 9 2 6 3 5 91 129 2 0 1 1 5 64 75 2 0 3 0 56 0 0 209 241

Towards Basai Road

Towards Fountain Chowk

From Pataudi Road Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 0 0 3 1 9 50 6 3 1 5 4 34 0 2 118 115 7 0 9 40 324 333 13 10 2 45 3 80 0 8 874 857 2 0 2 1 1 33 2 0 3 4 1 23 0 4 76 77

From Fountain Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler 2 0 0 5 64 29 16 0 0 0 27 0 0 0 143 240 30 17 3 12 215 220 115 5 1 27 5 29 0 24 703 861 84 31 41 39 382 371 316 4 3 62 3 56 0 54 1446 1893

Towards Pataudi Road

Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU

Figure 9 Peak Hour turning movement at Basai Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 21

Fountain Chowk: The three arm junction connects Railway Station road, Basai Chowk, and IFFCO. Bus stand, market, hospitals, Park and lot of commercial activities are concentrated around the junction, making the junction very busy with vehicular and pedestrian traffic. Another junction is also located very near to this junction. Major movement at this junction is the turning movements between IFFCO Chowk arm and Sadar Bazaar road arm. Peak hour traffic observed at this junction is about 7100 PCU, constituted from 5800 vehicles between 7.30 pm and 8.30 pm. Bus traffic is present on Sadar Bazaar road. Peak hour turning movement is presented in Figure 10.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Classified Turning Volume Count Survey Location: Fountain Chowk

Date:

4/6/2008

Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU

19.3020.30 5810 7133

From New Railway Road Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
1 1 105 99 6 3 2 184 247
648 1,037

7 24 8 34 9
82 85

Towards New Railway Road

Towards Bus stand

From Sadar Bazar Road Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
24 14
64 74

From IFFCO Chowk

2 24 32 9 4 2 255 793 352 2 20 214 178
1,861 2,319

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks

273 347 14 4 85 110

833 939

34 14 833 864 195 7 4 171 200

2,322 2,678

Towards Sadar Bazar Road

MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs

Figure 10 Peak Hour turning movement at Fountain Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 22

Sheetla Mata Mandir Chowk: The three arm junction on Sheetla Matha Mandir road connects Prakash Puri Chowk, Lt. Atul Kataria Chowk and Fountain Chowk. It is an uncontrolled intersection. Since the Mandir is located close to this junction, heavy pedestrian movement is also occurring. A Foot Over Bridge is provided across Matha Mandir road near the junction. Maximum hourly traffic is observed between 7.30 pm and 8.30 pm with 4954 PCU from 4741 vehicles. Peak hour turning movement is presented in Figure 11.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Classified Turning Volume Count Survey Location: Shetla Mata Mandir Chowk

Date:

6/6/2008

Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU

19.3020.30 4741 4954

From Prakash Puri Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
3 2 20 643 636 7 35 3 26 4 118 80
1,577 1,601

7 15 201 209 23 1 19 1 63 66
605 681

Towards Baba Prakash Puri Chowk

Towards Atul Katariya Chowk

From Fountain Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
4
219 230

From Atul Katariya Chowk

12 17 57 63 34 7 1 24 33
278 337

4 2 9 70 70 17 8 18 2 45

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks

9 2 9 37 727 773 50 40 3 72 7 120 65

1,914 1,927

2 3 37 43 17 4 4 22 16
148 178

Towards Fountain Chowk

MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs

Figure 11 Peak Hour turning movement at Sheetala Mata Mandir Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 23

Bhagat Singh Chowk: The three arm junction connects Palam Vihar, Railway Road and Sheetla Mata Mandir Chowk. It is an uncontrolled intersection with out pedestrian crossing. The peak hour traffic is observed about 4000 PCU, from 3000 vehicles. Traffic movement along Palam Vihar road and Sheetla Matha Mandir Marg are found high. Peak hour turning movement is presented in Figure 12.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Classified Turning Volume Count Survey Location: Baba Prakash Puri Chowk 5/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU
13 19 34 179 157 26 22 3 32 10 50 1 47
591 722

Date:

17.4518.45 3047 3733

From Palam Vihar Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs

1 19 22 65 79 26 7 3 13 5 25 1 37
301 390

Towards Palam Vihar

Towards Sheetla Matha Mandir

From Railway Road Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
94
609 767

9 4 8 21 123 150 104 2 6 4 86

10 4 5 17 93 92 80 4 5 5 52 51
416 544

From Sheetla Matha Mandir Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV

8 2 1 13 167 272 97 1 1 9 5 45 56
673 774

15 2 3 12 151 178 11 26 3 7 9 20 26
459 537

Towards Railway Road

LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs

Figure 12 Peak Hour turning movement at Bhagat Singh Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 24

Rajiv Gandhi Chowk: The four arm junction on Sohna road across NH8 expressway connects Gurgaon and Sohna. It is a manually controlled intersection with no signals. The junction caters to heavy traffic as it acts as the entry point of Gurgaon from Sohna side and a major access to the NH8 expressway. Hence both the straight and turning movements are critical. The peak hour traffic is observed about 11, 600 PCU from about 8500 vehicles between 9.00 am and 10.00 am. Bus and truck movement at the junction is found high.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex Classified Turning Volume Count Survey
Location: Date: Rajiv Gandhi Chowk 4/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU 9.00-10.00 8711 11594

From Hero Honda Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 33 10 6 27 458 523 92 8 0 19 1 1 0 5 1183 1240 1 0 3 9 60 59 14 30 22 45 13 5 0 5 266 436 0 0 48 17 98 106 151 2 0 0 3 91 0 0 516 614 Towards Nehru Stadium

From Nehru Stadium Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 0 0 0 0 327 288 57 4 5 28 2 51 2 19 783 795 46 23 218 256 494 356 244 70 44 174 98 89 43 18 2173 3238 76 25 49 72 95 107 79 30 23 21 30 12 15 17 651 1107

Towards Hero Honda Chowk NH 8

Towards Rao Tula Ram Chowk

NH 8

From Sohna Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 121 43 47 75 122 71 72 31 23 31 23 17 20 37 733 1263 26 15 16 21 45 42 30 24 17 8 27 34 5 28 338 594 6 6 4 6 20 78 12 5 5 7 12 24 11 14 210 289

From Rao Tula Ram Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler 0 0 0 0 327 288 57 4 5 28 2 51 2 19 783 795 10 0 0 2 177 173 7 17 0 10 7 19 0 6 428 446 36 8 5 25 248 215 57 9 3 21 6 5 0 9 647 775

Towards Sohna

Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU

Figure 13 Peak Hour turning movement at Rajiv Gandhi Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 25

Sukhrali Chowk: The four arm junction on Mehrauli- Gurgaon road connecting four major junctions such as, Lt. Atul Katariya Chowk, Fountain Chowk, IFFCO Chowk and Rao Tula Ram Chowk. It is an uncontrolled intersection with no signals and carrying heavy traffic throughout the day. The peak hour traffic is observed between 7.00 pm and 8.00 pm with about 11,400 PCU, constituted by about 9300 vehicles. Figure 14.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex Classified Turning Volume Count Survey
Location: Date: Sukhrali Chowk 5/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Hour Volume in PCU From Lt. Atul Katariya Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Towards Lt. Atul Katariya Chowk Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 19.00-20.00 9299 11371

At this

junction all movements are found high. Peak hour traffic details are presented in

From Fountain Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 2 3 0 3 85 88 8 0 0 2 3 66 0 35 295 293 15 0 19 24 556 338 4 4 0 24 0 19 0 14 1017 996 99 22 9 0 255 220 40 0 15 0 3 33 0 10 706 865

66 0 7 35 329 337 275 3 0 21 7 289 0 191 1560 1916

5 3 10 4 213 135 19 24 11 29 11 8 0 7 479 584

8 7 25 31 267 226 63 15 4 18 10 65 0 37 776 892

Towards Fountain Chowk

Towards IFFCO Chowk

From Rao Tula Ram Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 67 4 43 0 686 346 26 155 37 74 104 32 0 37 1611 2289 54 27 44 22 146 112 21 12 0 29 19 12 0 15 513 697 1 4 11 70 255 259 93 8 0 17 15 61 0 26 820 972

From IFFCO Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 9 2 12 0 337 280 177 4 0 18 3 10 0 13 865 1012 4 0 8 2 17 25 2 2 1 6 5 15 0 2 89 107 21 11 15 6 145 120 98 3 9 7 1 58 11 63 568 748

Towards Rao Tula Ram Chowk

Figure 14 Peak Hour turning movement at Sukhrali Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 26

The three arm junction connects IFFCO Chowk, Atlas Chowk and Moulsari Avenue. It is the main access to DLF city phase III from NH8 (Delhi side), hence with heavy traffic during peak hours. It is an uncontrolled intersection. Pedestrian crossing is very high at this junction, but no facilities available for safe crossing. Turning count conducted at this junction indicated that maximum hourly traffic using the junction is about 10,100 PCU occurred between 6.30 pm and 7.30 pm. Share of car in the traffic stream is found very high due to the location of IT/BPO offices in the DLF area. The turning movement from/to DLF Phase III side (Moulsari Avenue arm) is found very high. Peak hour traffic details are presented in Figure 15.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Classified Turning Volume Count Survey Location: Shankar Chowk

Date:

27/06/08

Peak Hour Peak Hour Volume (Nos.)

18.3019.30 10074 10069

From IFFCO Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
133 20 29 42 768 203 14 3 29 1 7 3
1,252 1,399

Peak hour Volume in PCU

21 1 33 31 363 292 31 23 29
824 804

Towards IFFCO Chowk NH8

Towards Atlas Chowk NH8

From Moulsari Avenue Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
30
977 986

From Atlas Chowk

9 8 23 6 616 236 3 27 19 29 11 4 21 1,360 1,315 36 16 10 79 49
2,930 2,704

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks

65 7 51 63 634 364 16 1 3 21 12 10
1,247 1,275

26 39 2,410 270 17 26 3 1 3 25 24
2,844 2,902

Towards Moulsari Avenue

MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs

Figure 15 Peak Hour turning movement at Shankar Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 27

Bhaktavar Singh Chowk (Subash Chowk): It is major four arm junction on Bhaktavar Singh road in the South city areas in the sectors 39, 40, 45 and 45. The arms of this junction lead to Jharsa road, Unitech Trade Center, Bindapur side and Sohna road. The two arms of the junction are formed by Bhaktavar Singh road (towards Unitech Trade Center and Sohna road side) and major traffic movement takes place in this direction. At present, the junction traffic not as high as developments in the area are only in the initial stage. Maximum hourly traffic observed at this junction is about 5,300 PCU observed between 10.15 am and 11.15 am. Peak hour traffic details are presented in Figure 16.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex Classified Turning Volume Count Survey
Location: Date: Subash Chowk 9/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU 10.15-11.15 4673 5319

From Sohna side

From Jarsa side

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw
Total Vehicles Total PCU

1 0 4 10 77 55 4 13 5 13 0 1 0 0
183 220

0 10 13 6 83 59 8 11 2 9 5 0 0 1
207 250

0 0 0 0 36 32 0 8 0 14 1 13 0 4
108 114 Towards Jarsa

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw
Total Vehicles Total PCU

0 0 5 2 50 69 0 1 6 8 2 14 0 4
161 170

6 11 0 10 361 264 77 62 24 43 17 15 10 9
909 1167

0 0 0 6 9 12 0 1 1 1 1 0 0 0
31 42

Towards Sohna

Towards Unitech

From Bindapur

From Unitech

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw
Total Vehicles Total PCU

5 1 0 0 847 776 123 85 0 79 38 0 0 4

1958 2145

0 0 3 2 150 72 1 7 1 5 2 0 0 0
243 247

0 0 0 11 43 45 1 4 0 0 2 3 0 0
109 119

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler

0 0 1 0 73 73 0 6 1 6 0 0 0 0
160 154

0 1 0 0 134 103 2 10 2 0 1 22 0 2
277 264

1 0 0 1 175 77 6 9 28 10 5 11 0 4
327 427

Towards Bindapur

Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw
Total Vehicles Total PCU

Figure 16 Peak Hour turning movement at Bhaktavar Singh Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 28

Sikanderpur Chowk: This is a major four- arm junction on Mehrauli road. Two arms of the junction are formed by Mehrauli road itself and other two arms by Faridabad road and Vishwakarma road (Nathupur side). The junction is made one way for certain movements. Vehicles are not allowed to enter the junction from Vishwakarma road and not permitted to exit to Mehrauli side arm. The peak hour traffic is found about 8000 PCU, from 7500 vehicles. The turning movement from Nathupur side is found very high due to the merging of two movements, i.e.; From Vishwakarma road and IFFCO Chowk side. Peak hour traffic details are presented in Figure 17.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex Classified Turning Volume Count Survey
Location: Date: Sikanderpur Chowk 4/6/2008 Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU 18.00-19.00 7456 7933

From IFFCO Chowk Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 31 2 8 13 927 297 22 4 6 26 9 6 0 19 1370 1445 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Towards Nathupur

From Nathupur Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 16 4 31 29 1685 910 39 22 0 1 80 47 26 154 3044 3324 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Towards IFFCO Chowk

Towards Mehrauli

From Faridabad Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 3 145 131 0 0 0 0 1 103 0 91 476 478 12 9 29 37 862 314 15 24 0 3 9 182 0 175 1671 1786

From Mehrauli Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 74 28 0 1 0 0 1 10 0 9 128 128 7 2 21 18 380 263 10 6 0 19 2 17 0 22 767 771

Towards Faridabad

Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCU

Figure 17 Peak Hour turning movement at Sikanderpur Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 29

NH8- Manesar Industrial Estate Road Chowk: The junction on NH8 is a three arm junction formed between NH 8 and Manesar industrial estate. The traffic on NH8 is very high. Also the truck traffic from/to the industrial estate is high, creating conflicts and delay for both through traffic and turning traffic. It is found that hourly maximum traffic moving at the junction is about 14,000 PCU constituted by about 7500 vehicles. The share of commercial vehicles in the traffic is about 25%. About 50% of the traffic is bound from/to Manesar industrial area. Peak hour traffic details are presented in Figure 18.
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Classified Turning Volume Count Survey Location: IMT Chowk on NH 8

Date:

9/6/2008

Peak Hour Peak Hour Volume (Nos.) Peak Volume in PCU

35 21 6 59 280 204 35 97 85 85 30 5 1 943 1,813

17.4518.45 7488 13977

From Delhi Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
44 5 84 218 138 120 70 74 80 13 2 3
851 1,682

Towards Delhi

Towards Jaipur

From Industrial Estate Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs
9
1,237 2,019

From Jaipur
87 15 36 50 381 296 90 85 52 120 13 3 1,715 3,032

13 11 54 155 368 317 179 186 87 143 47 155

Standard Bus Mini Bus Van Shared Auto Cars Two Wheeler Auto Rikshaw Trucks

234 24 18 72 584 469 114 240 282 190 68 5 2,300 4,829

4 9 20 140 149 33 8 10 55 9 5 442 603

Towards Industrial Estate

MAV LCV Tractors Cycles Carts Cycle Rickshaw Total Vehicles Total PCUs

Figure 18 Peak Hour turning movement at NH8- Manesar Industrial Estate Road Chowk

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 30

7. Speed and Delay Surveys

The survey has been conducted using moving car observer method during peak and offpeak hours. The results observed during peak hours are presented in Table 13. Following observations could be made from the survey. Average journey speed observed on roads in the study area (excluding the expressway) is about 23 kmph, while average running speed is about 25 kmph. Minimum journey speed is recorded on Railway Station road i.e.; 14 kmph during peak hours. The delays on traffic flow are mainly due to Junction delay, un- controlled pedestrian movement, improper location of bus stops, bad road condition etc. The results corresponding to off-peak hours is Presented in Table 14. The journey speed and running speed during off-peak hours is 27 kmph and 30 kmph respectively. Table 13 Speeds along Roads in the Study area during peak hours
Sl. No . Road Name From To Distance (Kms.) Running Speed (KMPH) Journey Speed (KMPH) Delay in Min. Remarks

NH 8

Atlas Chowk Rao Tula Ram Chowk Rajiv Gandhi Chowk Hero Honda Chowk

Rao Tula Ram Chowk Rajiv Gandhi Chowk Hero Honda Chowk Manesar Chowk

5.2 4.9 3 11

62.0 60.6 64.0 62.0

62.0 60.6 64.0 56.0 1.1 Toll plaza Junction delay at IFFCO CHOWK and Fountain Chowk and bus stops Traffic regulation due to Metro construction , Heavy pedestrian movement along the road

MehrauliGurgaon Road

Fountain Chowk

IFFCO Chowk

4.0

22.0

17.0

3.2

IFFCO Chowk The Bristol Chowk

The Bristol Chowk Nathupur Road Chowk

1.8 1.2

19.5 23

18.0 23

0.5 0.0

GurgaonFaridabad Road

The Bristol Chowk

Haryana Border

2.5

28

24

0.9

Commercial activities along the road & parking of vehicles along the

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 31

Sl. No .

Road Name

From

To

Distance (Kms.)

Running Speed (KMPH)

Journey Speed (KMPH)

Delay in Min.

Remarks

road

Old Gurgaon Road

Fountain Chowk Atul Katariya Chowk

Atul Katariya Chowk Palam Vihar Road

3 3.2

31 34

28 29

0.6 1.0

Palam Vihar Road

Kapar Shera

2.6

32

28

0.7

Markets, Junction delay and bus stops Bad road condition, Pedestrian movement along the road, junction delay and bus stops Junction delay, parking of vehicles near Fountain Chowk and bus stops Poor road condition, 2L UD carriageway 2L UD carriageway and bus stops Poor road condition, 2L UD carriageway Pedestrian crossing, vehicle parking near Sethi Chowk & Bad road condition

Basai Road

Fountain Chowk

Basai Chowk Gurgaon Boundary

1.8

18.0

15.0

1.2

Basai Chowk

2.5

20

19

0.4

Sohna Road

Rajiv Gandhi Chowk

Islampur Police Station

30.5

30.0

0.1

Pataudi road

Basai Chowk

Gurgaon Boundary

23

20

1.6

Khandsa road

Sethi Chowk

Up to Khandsa HUDA Shopping Complex Sethi Chowk Rajiv Gandhi Chowk

4.5

29

24

1.9

Railway road

Railway station HUDA Shopping Complex Sethi Chowk

2 2.7 1.7

16.5 19.2 22

14 17 20

1.3 1.1 0.5

Vehicle parking, pedestrian movement & commercial activities

10

New Railway road

HUDA Shopping Complex

Fountain Chowk

27

24

0.6

Parking of vehicles along the road

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 32

Sl. No .

Road Name

From

To

Distance (Kms.)

Running Speed (KMPH)

Journey Speed (KMPH)

Delay in Min.

Remarks

11 12 13

Sheetla Matha Mandir Marg Lt. Atul Katariya Road Palam Vihar road

1.8 1.5 3.6

28 28 26

24 27 24

0.6 0.1 0.7

14 15 16 17 18 19 20

Jharsa Road Ch Bhaktavar Singh Road Satpaul Mittal Road Vikas Marg Major Somnath road DLF Golf Course Road Arya Samaj road Average Speed (KMPH) excluding expressway

2.6 1.8 1.2 2.8 4 5.1 3.5

23 24 25 25 26 28 25 25

22 24 25 24 25 25 24 23

0.3 0.0 0.0 0.3 0.4 1.3 0.4

Pedestrian crossing Pedestrian crossing Bad road condition Bad road condition & junction delay Bad road condition due to construction activities happening on the sides of the roads.

Table 14 Speeds along Roads in the Study area during off-peak hours
Sl. No. 1 Road Name NH 8 From Atlas Chowk Rao Tula Ram Chowk Rajiv Gandhi Chowk Hero Honda Chowk To Rao Tula Ram Chowk Rajiv Gandhi Chowk Hero Honda Chowk Manesar Chowk Distance (Kms.) 5.2 4.9 3 11 Running Speed (KMPH) 71.0 65.0 67.0 63.0 Journey Speed (KMPH) 71.0 65.0 67.0 61.0

MehrauliGurgaon Road

Fountain Chowk

IFFCO Chowk

4.0

24.0

18.0

IFFCO Chowk The Bristol Chowk

The Bristol Chowk Nathupur Road Chowk

1.8 1.2

22.0 28

19.5 28

GurgaonFaridabad Road

The Bristol Chowk

Haryana Border

2.5

36

33

Old Gurgaon Road

Fountain Chowk Atul Katariya Chowk Palam Vihar Road

Atul Katariya Chowk Palam Vihar Road Kapar Shera

3 3.2 2.6

39 38 34

37 34 30

Basai Road

Fountain Chowk

Basai Chowk

1.8

26.0

23.0

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 33

Sl. No.

Road Name

From Basai Chowk Rajiv Gandhi Chowk

To Gurgaon Boundary Islampur Police Station

Distance (Kms.) 2.5

Running Speed (KMPH) 26

Journey Speed (KMPH) 23

Sohna Road

34.0

32.0

Pataudi road

Basai Chowk

Gurgaon Boundary

26

23

Khandsa road

Sethi Chowk

Up to Khandsa

4.5

33

29

Railway road

Rly station HUDA Shopping Complex Sethi Chowk

HUDA Shopping Complex Sethi Chowk Rajiv Gandhi Chowk

2 2.7 1.7

27 29 31

24 27 27

10 11 12 13 14 15 16 17 18 19 18

New Railway road

HUDA Shopping Complex

Fountain Chowk

2 1.8 1.5 3.6 2.6 1.8 1.2 2.8 4 5.1 3.5

31 28 30 22 23 24 22 23 28 30 26 30

28 23 27 21 20 24 22 23 28 30 25 27

Sheetla Matha Mandir Marg Lt. Atul Katariya Road Palam Vihar road Jharsa Road Ch Bhaktavar Singh Road Satpaul Mittal Road Vikas Marg Major Somnath road DLF Golf Course Road Arya Samaj road Average Speed (KMPH) excluding expressway

On- street Parking Surveys

Parking survey was conducted for a period of 12 hrs continuously at nine identified locations/stretches. Survey data were analysed and the findings such as accumulation of vehicles and duration of parking were worked out. The Parking Car Equivalents (PCE) adopted for different vehicle types for the analysis are given in Table 15.
Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 34

Table 15 PCE Values Adopted for Various Vehicle Types

Sl. No. 1 2 3 4 5 6 7 Vehicle Category Car Two Wheelers Bus Trucks LCV Auto Rickshaws (IPT) Cycle PCE 1.0 0.2 2.5 2.5 1.75 0.5 0.1

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

The terms used are explained below. Parking Accumulation: Number of vehicles parked in an area at any specific moment constitutes the parking accumulation. Hourly Variation: The data analysis indicates that the parking demand exists uniformly through out the day with slightly higher demand during the evening period from 17.00 to 20.00. The demand for parking begins at around 10.00 and lasted till 20.00 hours. Figure 19 shows the hourly parking accumulation at all the locations.

600 500 400 PCE 300 200 100 0 8.00 8.30 9.00 9.30 10.00 10.30 11.00 11.30 12.00 12.30 13.00 13.30 14.00 14.30 15.00 15.30 16.00 16.30 17.00 17.30 18.00 18.30 19.00 19.30

Tim e

Figure 19 Hourly-wise Parking Accumulation The important parking characteristic of each location is presented in Table 16 All these road stretches have significant parking alongside, reducing road capacity by
Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 35

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

Table 16 Parking Accumulations No. 1 2 3 4 5 6 7 8 Location Cyber Park near HUDA Shopping Complex Fountain Chowk Sethi Chowk Railway Station road Vishwakarma Road New Railway road (near New Colony) MG road Peak PCE 126 30 54 86 25 80 26 181

Parking Duration:

Detailed analysis of the data has indicated that there is no

significant variation in terms of duration of parking at all locations except at Cyber Park, MG road and Vishwakarma road. Cyber Park area comprises mainly offices, where long term parking is high. On MG road and on Vishwakarma road, long term parkers are more due to the mixed land use of offices and commercial. duration of vehicles parked at all the survey locations. Other locations, short term parkers are high due to commercial land use. Figure shows the

100% 80% 60% % 40% 20%

Cyber Park near HUDA Shopping Complex Foutain Chowk Vishwakarma Road New Railway road (near New Colony) Sethi Chowk Railway Station road MG road

0%

Location
Upto 0.5 Hour 0.5 - 1 Hours 1 - 2 Hours

2 - 3 Hours

> 3 Hours

Figure 20 Parking Duration of Vehicles Parked More than 80% of the vehicles are parked less than one hour. Short term parkers are
Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 36

more at commercial areas. The percentage of parking duration at different locations is shown in Table 17.

Table 17 Location-wise Parking Durations of Vehicles Parked

Cyber Park 30% 10% 4% 1% 55% near HUDA Shopping Complex 77% 11% 7% 2% 3% Fountain Chowk 82% 16% 2% 0% 0% Sethi Chowk 84% 14% 2% 0% 0% Railway Station road 69% 18% 4% 4% 5% Vishwakarma Road 55% 14% 4% 5% 22% New Railway road (near New Colony) 85% 8% 4% 2% 1%

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

MG road 63% 11% 6% 4% 16%

Total number of parked vehicles during the count period is presented in Table 18. About 11,000 vehicles are observed parked on various locations in Gurgaon. LCV parking is observed on Railway station road. Maximum parking is observed on MG road, accounts about 3600 vehicles in a day. Table 18 Summary of Parked Vehicles
No. 1 2 3 4 5 6 7 8 Location Cyber Park near HUDA Shopping Complex Fountain Chowk Sethi Chowk Railway Station road Vishwakarma Road New Railway road (near New Colony) MG road Total Auto 169 73 551 454 89 558 89 503 2486 Car 872 364 615 278 108 1142 238 2146 5763 TW 254 206 281 676 238 6 108 908 2677 Bus LCV Total 1295 643 1447 1408 444 1706 435 3562 10940

4 4

Composition of Parked Vehicles: The average composition of vehicles parked at all the locations is shown in Figure 21. Cars shared the majority of the total vehicles parked, which shared 53% of the total vehicles. Two wheelers and auto rickshaw shared 25% and 23% respectively, buses and trucks shared a negligible share of the total vehicles parked.

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 37

TW 24.47%

Bus 0.04%

LCV 0.08%

Auto 22.73%

Car 52.68%

Figure 21 Average Composition of Parked Vehicles

9. Off - Street Parking Surveys

Peak parking demand estimated at the off-street parking survey locations are presented in Table 19. It is observed from the 12 hour count that the demand is almost equally distributed throughout day time. Table 19 Peak Parking Demand estimated at off- street parking survey locations
Sl. No. 1 2 3 Location Railway station Near Power Grid Near Mini Secretariat Off-street of Vishwakarma road Car 6 20 33 TW 14 20 29 Cycles 26 9 3 2 Auto Rickshaw 4 9 Van Bus Total PCE 13 47 42

44

51

55

10. Pedestrian Crossing Count Surveys

Objective of the Survey: The objective of the survey is to identify locations for safe pedestrian crossing. The survey locations are as follows: 1. IFFCO Chowk 2. Fountain Chowk
Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 38

3. Sheetla Mata Mandir Chowk 4. Rajiv Chowk 5. Sukhrali Chowk 6. Sethi Chowk 7. Near Bus stand 8. MG road near Sahara Mall 9. Prakash Puri Chowk 10. Shankar Chowk 11. Vishwakarma Chowk The locations are presented in Figure 22. Output: Peak hour pedestrian crossing at all locations.

Figure 22 Pedestrian Crossing count locations

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 39

11.

Pedestrian Count Along the road

Bus stand road, Sardar

Pedestrian count along the road has been carried out at 9 locations in the study area. Summary of the count details are presented in Table 20. movement. Bazaar road, Vishwakarma road and MG road are the locations with high pedestrian The survey has been carried out on a working day; the numbers will be much higher on weekends, especially on MG road and Vishwakarma road. Table 20 Peak Pedestrian Count along the roads
Sl. No. 1 2 3 4 5 6 7 8 9 Location Sardar Bazaar Road (near Fountain Chowk) In front of Gurgaon Bus stand Old Gurgaon Road MG Road (B/w Faridabad road and Nathapur Road) MG Road (B/w Faridabad & IFFCO Chowk) Mata Mandir Road Sohna Road ( near Sethi Chowk Vishwakarma Road Khandsa Road Peak Hour 18.45-19.45 9.00-10.00 17.45-18.45 8.00-9.00 8.00-9.00 8.15-9.15 11.30-12.30 18.45-19.45 18.45-19.45 Peak Volume 1312 1755 999 1089 911 796 776 1120 961

12.

Pedestrian Count Across the road

Peak hour pedestrian crossing (both directions) at the selected eleven locations is presented in Table 21. IFFCO Chowk, Rajeev Chowk, Sethi Chowk and road in front of bus stand are the locations with high pedestrian crossing across the road. Table 21 Peak Pedestrian crossings across the roads
Sl. No 1 2 3 4 5 6 Location Name IFFCO Chowk Fountain Chowk Sheetla Mata Mandir Chowk Rajiv Chowk Sukhrali Chowk Sethi Chowk Peak Hour
18.00-19.00 8.00-9.00 9.15-10.15 18.00-19.00 18.15-19.15 18.45-19.45

Peak Hour Count (Both directions) 1706 693 294 1115 999 1115

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 40

7 8 9 10 11

Near Bus stand Vishwakarma road Prakash Puri Chowk Shankar Chowk MG road

18.00-19.00 9.00-10.00 8.15-9.15 10.15-11.15 8.00-9.00

1002 590 988 695 856

13. Household Travel Surveys

Objective of the Survey: The house hold survey provides data for describing the travel patterns in the study area and travel preferences of its residents. This provides data to support the core parts of the travel demand forecasting model. The scope of the surveys includes: To cover a sample size 3000 households in the study area Collection of data on socio-economic characteristics, household members and their travel diary. Conduct of the Survey: The survey questionnaire comprises of three sections, a) Socioeconomic datasheet, b) Household member characteristic datasheet, and c) the travel diary of each individual member of the household. The travel diary section requests information for all trips made by each person in the household for the previous day. This information includes the time of the trip, the trip purpose, the address of the trip starting, ending place and the mode of travel. While the interviewers have been trained in the details of how to collect the survey data, the forms are designed to be self-explanatory and to minimize the chances of miscoding or omitting data. Sampling Technique: Samples were collected from the designated traffic analysis zones in the study area using stratified random sampling technique. The samples cover all types of income groups including LIGs. The survey covered all the wards of municipal council of Gurgaon and all other villages/ areas located in the GurgaonManesar Urban complex. The samples covered from each ward/zone have been presented in the Annexure in the Inception report. Data Analysis: The household travel survey sample data thus collected were expanded to represent the entire population. Corrections for non-response has been developed based on the data on the number of contacts needed to generate a household response.

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 41

The household survey has been used to estimate mode splits and mode choice model parameters. The trip diary information provides descriptive information about current mode choices. Combined with network information about available mode options, this information can also be used as revealed preference data to estimate parameters of a mode choice model. Various findings are as follows. Household Size: The distribution of household size is presented in Table 22 and in Figure 23. The average household size observed is 3.81. Table 22 Distribution of Household size
Household Size 1 2 3 4 5 >5 Percentage 10 14 22 25 17 13

30% 25% House hold (%) 20% 15% 10% 5% 0% 1 2 3 4 5 >5 Household Size

Figure 23 Distribution of Household size Household Income: The distribution of monthly household income is presented in Table 23 and in Figure 24. The average monthly household income is observed as Rs. 11,000/.

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 42

Table 23 Distribution of Average Household Income

Household Income /Month (Rs.) <2000 2000 to 5000 5000 to 10000 10000 to 15000 15000 to 25000 25000 to 35000 >35000 Percentage 0.3% 16.0% 41.5% 21.1% 17.5% 3.2% 0.4%

45% 40% 35%

Household (%)

30% 25% 20% 15% 10% 5% 0%

2000 to 5000

5000 to 10000

10000 to 15000

15000 to 25000

25000 to 35000

<2000

Household Incom e

Figure 24 Distribution of Monthly Household Income Vehicle Ownership: Average vehicle ownership is presented in Table 24 . Table24 Average Vehicle Ownership
Vehicle Type Car TW Cycle Total Ownership 0.24 0.41 0.15 0.81

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 43

>35000

Total Mode Share: Mode share including NMT is shown in Table 25 Table 25 Mode Share Observed (All modes)
Mode Walk Pedal cycle Cycle Rickshaw Scooter/MC Car/van/jeep Auto STU/Private bus Mode share (Percentage) 23 8 2 30 21 9 7

Motorised Mode Share (%) is presented in Table 26 . Table 26 Motorised mode share
Mode Scooter/MC Car/van/jeep Auto STU/Private bus Mode share (%) 45 31 13 11

Average Trip Length: Average trip length for all modes is observed from HHI is 7.1 Kms. Table 27 Average Trip Length
Mode Walk Pedal cycle Cycle Rickshaw Scooter/MC Car/van/jeep Auto Taxi STU/Private bus Trip length (Kms) 2 3 3 9 10 7 6 16

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 44

18 16 Average Trip length (km) 14 12 10 8 6 4 2 0 STU/Privatebus Scooter/MC Pedal cycle Car/van/jeep Walk Cycle Rickshaw Auto Taxi

Mode Of Travel

Figure 25 Mode-wise Trip Length Trip Length Frequency Distribution: Trip length frequency distribution is presented in Figure 26 .
Trip length frequency distribution
5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0 0 0-2 2-4 4-6 6-8 8-10 10-12 12-14 14-16 16-18 18-20 20-22 22-24 24-26 26-28 28-30 Above 30

Trips (Nos)

Trip length (km )

Figure 26 (a) Trip length frequency distribution

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 45

5000 4500 4000 3500 Trips (Nos) 3000 2500 2000 1500 1000 500 0 0 3 9 15 21

TLFD by time

27

33

39

45

51

57

63

69

75

81

87

Time (in Minutes)

Figure 26 (b) Trip length frequency distribution by time Purpose of Trip: Average trip purpose observed is as given in Figure 28 . Table 28 Average trip purpose
Purpose Of Trip Work Education Business Social / Recreation Personal & others Percentage 63 8 12 9 8

Urban Mass Transit Company Limited for Department of Town and Country Planning (DTCP), Government of Haryana 46

Development Plan for GMUC- 2021 Land use Distribution The distribution of proposed land use is illustrated in Table 1 and Figure 1
Table 1: Proposed Land Use Distribution for GMUC (2021) Area (excluding New Land Use Category Ha 14,930 1,404 5,441 4,231 564 1,630 2,675 106 633 4,570 406 428 37,018

Distribution % 40.33 3.79 14.70 11.43 1.52 4.40 7.23 0.29 1.71 12.35 1.10 1.16 100.00

Residential Commercial Industrial Traffic and Communication Public Utilities Public and Semi Public Use( Institutional) Open spaces Special Zone Defense Land SEZ Existing Town Village Abadies Total Source: Development Plan for GMUC (2021)

Figure 4.1: Land Use Distribution (2021) Residential: In order to cater the estimated population of 43 lakh, an area of 14,930 hectares has been reserved for residential purpose. The Haryana Urban Development

Authority and licensed colonizers have already developed residential area of 8,000 hectors in various residential sectors. The aforesaid residential areas developed in public and private sector can accommodate a population of 20 lakh. The existing town and villages abadies falling within the urbansable area also accommodate a population of 2 lakh. The additional residential area proposed in the development plan would cater to the balance residential demand of the 20 lakhs. The residential areas proposed in the Development Plan is being developed on neighbor-hood concept by making provision of all communities facilities and services within the sectors on a planned average net residential density of 200 persons per hectare. Commercial: The area reserved for the commercial activity is around 1,404 hectors in the development plan. Out of which Haryana Urban Development Authority has developed 480 hectors of land. The new commercial areas propose in the Development Plan shall be developed in the form of big commercial malls and corporate commercial complexes. In addition, the commercial belts with a width of 200 meters have also been provided along selected roads. Industrial: The demand for developed industrial plots/ land in Gurgaon-Manesar

Urban Complex is increasing day by day. In order to cope with the demand of software industries, Auto mobile industries and other pollution free high tech industries; an area of 5,441 hector has been reserved for industrial use. The Haryana State Industrial Development Corporation and Haryana Urban Development Authority have already developed an area of 1,246 hectares in the said complex. The new industrial areas have been proposed along express highway adjacent to IMT Manesar. Transport and Communication: The new road links between Delhi Metropolitan City and said Complex have been proposed as mentioned bellow 90 meter wide road link between Vasanth Kunj in Delhi to Mehrauli road in Gurgaon. 90 meter wide road link from Andheria Mor in Delhi to Gurgaon Faridabad road in Gurgaon through Mandi and Gwal Pahari. 150 meter wide road link between Dwraka residential complex of Delhi to Palam Vihar of Gurgaon. 150m wide northern peripheral road

90m wide southern peripheral road. Extension of DMRC metro lines (1) Sushant Lok Phase I and (2) Dwaraka line to Manesar and upto the KMP corridor.

In the new urbanisable area, the width of the roads, have been proposed as 75 meters and 60 meters. Haryana Urban Development Authority has already developed an Auto Market in sector 10 in an area of 16 hectares. A Transport Nagar has also been developed by HUDA, in an area of 28 hectors in Sector 33. A Transport Nagar and container depot have been proposed adjoining the Delhi Rewari Railway Line. A Mass Rapid Transit System Corridor along the 150 m wide northern link to Delhi extending from Dwaraka in Delhi has been proposed in the Final Development plan 2021, extending up to inter State Bus Terminal Proposed near village Kherki Daula. The area shown under inter State Bus Terminal is approximately 400 acres, which can be very appropriately used for inter State Bus Terminal cum Mass Rapid Transit System Depot. Another MRTS Corridor has been proposed along Mehruli Road, 60 meters road of sector 28 29, the same is proposed to be extended upto the 90 meters link road (proposed to Delhi via, Gwal Pahari), and then further along the side 90 meters road upto the Inter State Bus Terminal, thereby completing the MRTS Loop and then extending then onwards to Manesar. Public Utilities: An area of approximately 564 hectares has been proposed for public utilities in sectors 100, 101 and 107 to meet out the future need of the proposed population. Public and Semi-Public: In order to cater the institutional demand of 43 lakh

population, an area of 1,630 hectares has been proposed for public and semi public uses out of which an area of 135 hectares have already been developed by HUDA. Open Space: A 900 meter wide strip of land around the ammunition Depot has to be kept free from urbanization under the provision of the works of Defense Act, 1903 (Act 7 of 1903). Provision of green belts along Delhi-Jaipur Highway, Railway line and Badshahppur Nallah has also been made o meet any eventually of their possible

widening in future. Large open spaces have been proposed near village Basai, Dhanwapur, Medawas and following greens in other residential areas. Special Zone: Special Zone shall include recreation and entertainment, Commercial, Group Housing and Institutional uses. Agricultural Zone: A sizeable area has been reserved as agricultural zone. This zone however will not eliminate the essential building development within this area such as the extension of existing villages, contiguous to Abadi Del, if undertaken under a project approved or sponsored by government and other ancillary and allied facilities necessary for the maintenance and improvement of the area as an agricultural area.

List of Special Economic Zones notified after coming into force of the SEZ Act as on 11th August 2008
[Link]. 1 2 3 4 5 6 7 8 9 10 Name of the Developer Uppal Developer Private Limited DLF Limited M/s DLF Cyber City Developers Ltd. M/s. Orient Craft Infrastructure Ltd. Dr. Fresh health [Link] Selecto systems pvt. Ltd Luxor Cyber City Pvt. Ltd. Parsvnath SEZ Limited Suncity Haryana SEZ Developers Pvt. Ltd. Metro Valley Business Park Private Limited Reliance Haryana SEZ Limited GHI Finlease and Investment Ltd. Gurgaon Infospace Ltd. Canton Buildwell Pvt. Ltd. Unitech Realty Projects Ltd. Raheja Haryana SEZ Developers Pvt. Ltd. Ascendant Estates Private Limited Ansal SEZ Projects Limited Ansal Kamdhenu Engineering SEZ Limited Perpetual Infracon Private Limited Location Gurgaon, Haryana Gurgaon, Haryana Gurgaon, Haryana Gurgaon, Haryana Gurgoan Haryana Main Mathura Road Faridabad Haryana Gurgaon, Haryana Gurgaon, Haryana Jhund Sarai and Bhangrola villages, Gurgaon, Haryana Gurgaon-Faridabad Road, Opp. Ansals Valley View Apartments, Gurgaon, Haryana Villages Mohammadpur Jharsa, Narishpur, Garouli Khurd and Harsau, Haryana Village Bhondsi, Tehsil-Sohna, Gurgaon, Haryana Village Dundahera, District Gurgaon, Haryana Village Gwal Pahari, Tehsil Sohna, District-Gurgaon, Haryana Village Tikri, Tehsil and District Gurgaon, Haryana Villages Hamirpur, Khetawas, Wazirpur, Saidpur, District, Gurgaon, Haryana Bondsi, Tehsil, Sohna, District Gurgaon, Haryana Badshapur Village (District Gurgaon), Gurgaon-Sohna Road, Haryana Village Bhagan, Tehsilganaur(Sonepat) and Village Kurar Ibrahimpur, TehsilSonepat on National Highway, Haryana Sector-81, Villages Budena & Faridabad, District Faridabad, Haryana State HR HR HR HR HR HR HR HR HR HR Type Multi servcies IT/ITES IT/ITES Textiles IT / ITES IT / ITES IT/ITES IT/ITES IT IT Multi Services IT/ITES IT/ITES IT/ITES IT/ITES Engineering IT/ITES IT/ITES Area (hectares) 106.3101 12.06 10.73 114.8318 23.429 3.34 27.07845 42.7045 67.64 10.393 Notification number and Date 680(E) dt. 31st Aug'06 2070(E) dt. 6th Dec.'06 580(E) dt. 13th April'07 578(E) dt. 13th April'07 593(E) dt. 13th April'07 589(E) dt. 13th April'07 680(E) dt. 13th April'07 dt. 23rd August, 07 dt. 18th October, 07 Dt. 6th November 2007 Dt.14th November 07 Dt.3rd December 07 Dt. 3rd December 07 Dt.17th December, 07 Dt.9th January, 2008 Dt.10th March, 08 2nd May, 2008 Dt. 15th May, 2008

11 12 13 14 15 16 17 18

HR HR HR HR HR HR HR HR

439.66 12.936 11.2021 10.1627 10.041 103.0154 12.5975 10.8815

19

HR

Enginering

101.24

Dt.7th July 08

20

HR

IT/ITES

21.695

Dt.14th July 08

The major employment centers and the expected population and employment In GMUC area in the future is presented below.

IMT Manesar: Industrial Modal Township Manesar has developed by Haryana State Industrial Infrastructure Development Corporation (HSIIDC). HSIIDC divided industrial area into seven sectors in which first sector is belongs to residential development, second sector belongs to commercial and rest of other sectors belongs to industrial development. In the CMP report the industrial area is divided into five zones starts from 121 to 125. The estimated present and future employment is shown as bellow. Zones 121 122 123 124 125
Population Employment Population Employment Population Employment

2011 2,164 1,875 2,283 2,160 2,756 16,648 17,790 45,414 35,515 2,000

2021 2,662 2,034 2,924 2,654 3,954 19,978 21,348 54,497 42,618 3,900

2031 3,031 2,151 3,397 3,019 4,839 24,773 26,472 67,576 52,846 4,836

Rheja Engineering SEZ : The project is spread over 268 acres approx. (104 hectares) at most premium location in Gurgaon adjoining Manesar & very near to International Airport abetting Freight Corridor and KMP Global Corridor which is strategic location close to the capital of India. The estimated employment is illustrated below. Populatio Zones 117 n 20,531 Employmen t 2011 Populatio n 25,488 Employmen t 2021 220,280 Populatio n 29,151 Employmen t 2031 273,147

DLF Cyber SEZ: The modern and well planned work spaces of Buildings lend a distinctive appeal to this aesthetically designed architectural wonder. Spread over 26 million [Link]. approx sellable area, the building has four interconnected blocks, each block offering an intelligent IT/ITES SEZ workplace to new age professionals. Benchmarked to global standards, the smartly designed work spaces will be instrumental in transforming your work life to a considerable extent. The time schedule to complete the DLF Cyber SEZ will be around 2011 and the estimated employment as follows. Zones Aggressive 25
Population Employment Population Employment Population Employment

2011 6,670 80,000

2021 11,672 116,000

2031 16,674 143,840

136 137 138 Moderate 25 136 137 138

7,714 3,825 2,534 2,670 7,714 3,825 2,534

50,000 82,000 48,433 40,000 25,000 41,000 24,217

8,485 4,208 2,787 11,672 8,485 4,208 2,787

72,500 118,900 70,228 58,000 36,250 59,450 35,114

11,879 5,891 3,902 16,674 11,879 5,891 3,902

89,900 147,436 87,083 71,920 44,950 73,718 43,542

IREO SEZ: The land is identified for ORION SEZ towards Faridabad Road with the extension of area around 300 acres. It is purely IT/ ITES type of SEZ. The total estimated employment is around 15,000 by 2011. This SEZ is considered in external zone towards south. The expected population and employment projected under the two scenario is presented below. Population Employment Population Employment Population Employment Aggressive Scenario 2011 Reliance H SEZ* DLF SEZ Raheja Haryana SEZ Uppal SEZ Emmar MGF IREO SEZ** Total Reliance H SEZ* DLF SEZ Raheja Haryana SEZ Uppal SEZ Emmar MGF IREO SEZ** Total Source: Analysis Note: * First phase development till 2011 population and employment is included in zone no 116 Note: ** Population and Employment is considered in external Zone. 254,470 221,106 30,351 1,636 81,299 7,500 404 20,090 45,527 2,454 121,949 10,813 590,488 25,000 1,347 66,965 100,700 1,541,145 60,703 3,271 162,599 12,435 785,335 28,750 1,549 77,010 115,804 1,772,316 256,481 19,778 121,406 356,110 88,112 105,000 30,351 1,636 81,299 15,000 808 40,179 45,527 2,454 121,949 21,626 603,322 227,636 182,109 50,000 2,694 133,930 201,399 3,101,932 997,133 350,000 60,703 3,271 162,599 24,870 799,801 303,515 242,812 57,500 3,098 154,020 231,609 3,566,929 1,146,703 402,500 19,778 121,406 88,112 210,000 2021 227,636 182,109 2,011,888 700,000 2031 303,515 242,812 2,313,671 805,000

Moderate Scenario

Zone-wise Projections under Moderate Scenario Zones 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Population 18,197 19,633 20,464 22,858 10,810 11,829 42,182 20,677 72,812 44,896 45,594 43,942 11,654 24,760 38,876 7,827 14,101 34,520 12,915 22,457 14,494 22,697 Employment 2008 1,468 1,907 1,398 2,116 897 317 2,390 2,089 3,046 1,320 4,954 8,074 11,276 1,972 2,955 456 779 18,100 2,770 3,444 921 1,993 24,028 21,369 25,129 24,033 14,015 14,822 45,054 21,100 75,090 56,833 52,069 45,208 12,572 28,607 41,595 8,592 16,107 35,238 13,453 22,761 17,307 24,478 Population Employment 2011 1,762 2,288 1,678 2,539 1,076 380 2,868 2,507 3,655 1,584 5,945 9,689 13,531 2,366 3,546 547 935 31,720 9,324 11,133 1,105 2,392 26,084 32,704 41,261 35,122 20,208 25,081 59,728 33,525 83,585 80,086 68,759 49,715 13,543 29,172 53,529 15,964 26,694 46,586 22,471 24,278 28,844 30,373 Population Employment 2021 2,114 2,746 2,014 3,047 1,291 456 3,442 3,008 4,386 1,901 7,134 11,627 16,237 2,839 4,255 656 1,122 38,064 11,189 13,360 1,326 2,870 33,075 41,786 53,198 42,088 23,143 31,737 69,449 38,950 146,509 100,908 99,107 58,728 14,514 29,737 67,776 17,337 32,281 54,730 26,798 26,772 36,055 39,019 Population Employment 2031 2,621 3,405 2,497 3,778 1,601 565 4,268 3,730 5,439 2,357 8,846 14,417 20,134 3,520 5,276 813 1,391 47,199 13,874 16,566 1,644 3,559

23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47

54,264 93,807 500 6,763 14,997 10,998 2,312 4,208 17,578 6,037 15,743 8,842 7,606 11,188 12,079 34,605 29,279 14,245 27,815 5,961 58,539 17,427 37,342 38,247 46,672

3,450 29,749 17,471 26,982 32,066 43,442 899 8,303 1,817 3,309 5,014 5,158 402 3,093 3,747 2,097 1,868 2,797 18,664 20,586 1,318 2,066 2,115 1,349

59,393 97,127 2,670 10,345 35,867 16,367 2,826 7,790 19,531 6,118 16,093 12,502 7,787 11,567 12,884 35,492 32,532 15,828 30,113 19,831 62,044 17,524 38,873 40,168 49,129

4,140 5,938 40,000 4,785 7,729 12,827 1,579 9,964 2,180 3,971 6,017 9,190 3,482 9,712 7,140 4,496 2,516 2,242 3,356 57,710 60,017 1,582 2,479 2,538 1,619

99,477 129,305 11,672 31,272 105,015 44,401 3,339 23,523 42,577 8,279 16,442 18,393 8,150 11,834 13,689 40,816 45,545 34,505 72,186 88,449 123,977 18,621 69,114 77,566 67,101

4,968 8,611 58,000 6,939 11,207 18,600 11,895 11,957 2,616 4,765 7,220 13,028 6,178 11,654 8,568 5,395 3,019 2,690 4,027 69,252 72,021 1,898 2,975 3,046 1,943

111,267 194,812 16,674 43,781 97,518 62,161 3,750 32,932 59,608 9,359 23,019 22,748 10,512 14,100 14,494 57,142 63,763 48,307 101,060 131,767 181,568 20,718 88,851 102,593 99,941

6,160 10,677 71,920 8,604 13,897 23,063 14,750 14,827 3,244 5,909 8,953 16,155 7,661 14,451 10,624 6,690 3,744 3,336 4,993 85,872 89,306 2,354 3,689 3,777 2,409

48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72

9,512 28,530 32,938 24,101 40,512 10,604 7,437 4,260 27,775 32,859 936 2,353 13,000 599 1,274

5,518 3,216 2,734 14,629 7,855 1,495 3,419 14,016 4,970 771 712 14,853 7,660 444 802

11,097 31,700 35,932 28,722 46,023 17,673 8,499 9,467 28,932 36,510 14,299 8,267 3,328 6,474 8,041 5,775 2,615 8,289 34,874 9,030 6,883 11,986 11,458 7,165 1,328

200 6,622 3,859 3,281 17,555 9,426 1,794 4,103 16,819 5,964 925 1,500 854 1,590 17,824 9,192 2,533 962

15,365 54,105 58,331 45,716 71,835 29,528 14,528 16,637 43,072 69,592 31,172 14,022 7,255 17,193 29,330 12,590 2,746 19,869 54,456 18,404 13,725 24,849 37,679 20,019 1,520

240 7,946 4,631 3,937 21,066 11,311 2,153 4,924 20,183 7,157 200 150 80 1,110 1,800 50 1,025 1,908 21,389 100 100 11,030 200 3,040 1,154

29,389 76,747 69,664 64,359 85,690 44,939 29,940 23,892 68,301 81,429 43,641 21,231 10,157 28,070 45,062 17,625 2,876 35,817 91,097 29,766 18,216 33,788 50,751 28,952 1,661

298 9,853 5,742 4,882 26,122 14,026 2,670 6,106 25,027 8,875 248 186 99 1,376 2,232 62 1,271 2,366 26,522 124 124 13,677 248 3,770 1,431

73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97

1,215 3,254 5,154 10,628 3,209 5,992 2,200 1,432 4,699 3,000 5,977 1,522 3,382 2,100 1,700

367 4,379 424 875 914 378 433 1,106 678 1,255 383 -

5,798 3,540 234 3,578 9,545 15,681 6,829 9,399 7,188 8,845 7,050 2,118 7,953 8,852 3,028 375 9,922 9,485 1,455 13,298 13,595 12,176 1,795

1,940 7,255 800 300 509 1,050 1,097 454 150 150 200 200 520 1,327 2,500 814 1,506 460 -

8,540 5,247 510 17,600 15,808 32,905 11,192 17,489 13,111 19,614 11,793 11,417 12,337 21,054 3,156 817 23,430 16,677 4,972 24,250 21,898 19,152 2,012

2,328 8,706 960 360 611 1,260 1,316 545 180 1,680 2,040 2,264 624 1,592 200 3,000 977 60 70 1,807 552 40 100 2,050 3,050

17,956 6,508 713 26,440 21,131 45,067 14,416 23,685 17,487 31,460 17,511 26,983 16,272 30,809 3,250 1,144 30,802 23,948 14,961 41,950 28,729 26,002 2,173

2,887 10,795 1,190 446 758 1,562 1,632 676 223 2,083 2,530 2,807 774 1,974 248 3,720 1,211 74 87 2,241 684 50 124 2,542 3,782

98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122

822 9,282 3,051 4,500 5,025 7,200 1,362 3,313 1,302 16,448 16,603 33,533 3,648 9,178 1,800 1,810

609 2,185 923 1,268 1,183 2,089 412 138 393 2,664 2,023 1,200 12,207 13,158

9,860 913 3,062 24,342 15,749 6,809 9,650 17,490 8,108 12,790 18,084 6,756 7,572 6,473 1,069 740 19,778 20,531 34,930 4,331 10,266 2,164 1,875

731 60 2,622 1,108 1,522 1,420 2,507 494 100 166 150 472 150 60 70 88,112 3,197 2,428 1,440 16,648 17,790

12,495 1,095 4,353 8,373 32,762 23,139 12,088 16,043 24,356 13,622 18,888 24,844 12,101 13,019 11,782 2,330 1,613 32,717 25,488 37,106 7,201 11,909 2,662 2,034

4,879 877 150 72 3,146 1,330 1,826 1,704 3,008 593 120 199 180 566 180 72 84 105,734 220,280 91,948 2,914 1,728 19,978 21,348

15,093 1,278 6,094 10,723 43,370 31,276 15,157 21,785 31,236 19,071 26,444 34,782 16,941 18,226 16,495 3,262 2,258 42,278 29,151 38,715 9,322 13,124 3,031 2,151

6,050 1,087 186 89 3,901 1,649 2,264 2,113 3,730 735 149 247 223 702 223 89 104 131,110 273,147 114,016 3,613 2,143 24,773 26,472

123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147

1,850 1,900 1,880 11,000 17,000 3,191 2,560 5,763 6,401 1,095 1,157 574 380 919 858 1,072 1,286 21,650 8,876 8,908

36,178 27,929 10,576 4,520 3,837 6,413 870 300 15,296 16,989 7,057 7,457 3,698 2,449 5,925 5,532 6,909 8,290 4,111 1,483 1,563

2,283 2,160 2,756 13,699 44,247 3,501 3,413 10,671 11,853 7,301 7,714 3,825 2,534 1,226 5,723 7,147 8,576 22,136 9,443 16,416 121,406

45,414 35,515 2,000 14,691 15,424 4,604 7,696 1,044 360 18,355 20,387 8,468 25,000 41,000 24,217 7,110 38,667 104,449 9,948 1,521 1,780 1,876 105,000

2,924 2,654 3,954 16,933 92,696 4,756 7,441 11,739 13,038 8,031 8,485 4,208 2,787 2,672 6,295 7,862 9,434 24,583 10,072 17,510 227,636 182,109

54,497 42,618 3,900 17,629 18,509 5,525 9,235 1,253 432 22,026 24,464 10,162 36,250 59,450 35,114 8,532 56,067 151,451 11,938 2,206 2,136 2,251 997,133 350,000

3,397 3,019 4,839 19,322 133,279 5,683 10,417 16,434 18,254 11,244 11,879 5,891 3,902 3,741 8,814 11,007 13,207 32,900 14,101 20,794 303,515 242,812

67,576 52,846 4,836 21,860 22,951 6,851 11,451 1,554 536 27,312 30,335 12,601 44,950 73,718 43,542 10,580 69,523 187,799 14,803 2,736 2,649 2,791 1,146,703 402,500

148 149 150 IREO 1,664,600 624,521

30,351 1,636 81,299 2,520,624

7,500 404 20,090 1,209,782

45,527 2,454 121,949 10,813 4,291,663

25,000 1,347 66,965 100,700 3,250,516

60,703 3,271 162,599 12,435 5,787,325

28,750 1,549 77,010 115,804 3,891,932

Zone-wise Projections under Aggressive Scenario Zones 1 2 3 4 5 6 7 8 9 10 11 Population 18,197 19,633 20,464 22,858 10,810 11,829 42,182 20,677 72,812 44,896 45,594 Employment 2008 1,468 1,907 1,398 2,116 897 317 2,390 2,089 3,046 1,320 4,954 Population 24,028 21,369 29,129 24,033 18,015 14,822 45,054 21,100 79,090 76,833 56,069 Employment 2011 1,762 2,288 1,678 2,539 1,076 380 2,868 2,507 3,655 1,584 5,945 Population 26,084 22,704 31,261 25,122 20,208 15,081 49,728 23,525 83,585 80,086 68,759 Employment 2021 2,114 2,746 2,014 3,047 1,291 456 3,442 3,008 4,386 1,901 7,134 Population 33,075 31,786 43,198 32,088 23,143 16,737 59,449 23,950 146,509 100,908 99,107 Employment 2031 2,621 3,405 2,497 3,778 1,601 565 4,268 3,730 5,439 2,357 8,846

12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

43,942 11,654 24,760 38,876 7,827 14,101 34,520 12,915 22,457 14,494 22,697 54,264 93,807 500 6,763 14,997 10,998 2,312 4,208 17,578 6,037 15,743 8,842 7,606 11,188

8,074 11,276 1,972 2,955 456 779 18,100 2,770 3,444 921 1,993 3,450 29,749 17,471 26,982 32,066 43,442 899 8,303 1,817 3,309 5,014 5,158 402 3,093

45,208 12,572 28,607 49,595 8,592 16,107 35,238 13,453 22,761 17,307 24,478 59,393 97,127 6,670 14,345 55,867 20,367 2,826 10,790 19,531 6,118 16,093 12,502 7,787 11,567

9,689 13,531 2,366 3,546 547 935 31,720 9,324 11,133 1,105 2,392 4,140 5,938 80,000 4,785 7,729 12,827 1,579 9,964 2,180 3,971 6,017 9,190 3,482 9,712

49,715 13,543 29,172 53,529 10,964 16,694 36,586 15,471 24,278 28,844 30,373 129,477 199,305 11,672 31,272 105,015 44,401 3,339 23,523 42,577 8,279 16,442 18,393 8,150 11,834

11,627 16,237 2,839 4,255 656 1,122 38,064 11,189 13,360 1,326 2,870 4,968 8,611 116,000 6,939 11,207 18,600 11,895 11,957 2,616 4,765 7,220 13,028 6,178 11,654

58,728 14,514 29,737 67,776 12,337 17,281 39,730 16,798 26,772 36,055 39,019 181,267 274,812 16,674 43,781 97,518 62,161 3,750 32,932 59,608 9,359 23,019 22,748 10,512 14,100

14,417 20,134 3,520 5,276 813 1,391 47,199 13,874 16,566 1,644 3,559 6,160 10,677 143,840 8,604 13,897 23,063 14,750 14,827 3,244 5,909 8,953 16,155 7,661 14,451

37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61

12,079 34,605 29,279 14,245 27,815 5,961 58,539 17,427 37,342 38,247 46,672 9,512 28,530 32,938 24,101 40,512 10,604 7,437 4,260 27,775 32,859 936

3,747 2,097 1,868 2,797 18,664 20,586 1,318 2,066 2,115 1,349 5,518 3,216 2,734 14,629 7,855 1,495 3,419 14,016 4,970 771

12,884 35,492 32,532 15,828 33,113 49,831 66,044 17,524 38,873 40,168 49,129 11,097 31,700 35,932 28,722 46,023 17,673 8,499 9,467 28,932 36,510 14,299 8,267 3,328 12,474

7,140 4,496 2,516 2,242 3,356 57,710 60,017 1,582 2,479 2,538 1,619 200 6,622 3,859 3,281 17,555 9,426 1,794 4,103 16,819 5,964 925

13,689 40,816 45,545 34,505 72,186 108,449 143,977 18,621 79,114 87,566 107,101 25,365 69,105 78,331 60,716 91,835 38,528 18,528 20,637 63,072 79,592 31,172 18,022 7,255 27,193

8,568 5,395 3,019 2,690 4,027 69,252 72,021 1,898 2,975 3,046 1,943 240 7,946 4,631 3,937 21,066 11,311 2,153 4,924 20,183 7,157 200 150 80 1,110

14,494 57,142 63,763 48,307 101,060 151,767 201,568 20,718 108,851 122,593 149,941 44,389 96,747 109,664 84,359 125,690 53,939 25,940 28,892 88,301 111,429 43,641 25,231 10,157 38,070

10,624 6,690 3,744 3,336 4,993 85,872 89,306 2,354 3,689 3,777 2,409 298 9,853 5,742 4,882 26,122 14,026 2,670 6,106 25,027 8,875 248 186 99 1,376

62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86

2,353 13,000 599 1,274 1,215 3,254 5,154 10,628 3,209 5,992 2,200 1,432 4,699

712 14,853 7,660 444 802 367 4,379 424 875 914 378 433 1,106

18,041 5,775 2,615 18,289 54,874 13,030 10,883 15,986 26,458 16,165 1,328 10,798 3,540 234 13,578 9,545 19,681 6,829 9,399 7,188 18,845 17,050 12,118 7,953 12,852

1,500 854 1,590 17,824 9,192 2,533 962 1,940 7,255 800 300 509 1,050 1,097 454 150 150 200 200 520 1,327

39,330 12,590 2,746 39,869 104,456 28,404 23,725 34,849 57,679 35,019 1,520 23,540 5,247 510 29,600 20,808 42,905 11,192 20,489 13,111 29,614 26,793 26,417 17,337 26,054

1,800 50 1,025 1,908 21,389 100 100 11,030 200 3,040 1,154 2,328 8,706 960 360 611 1,260 1,316 545 180 1,680 2,040 2,264 624 1,592

55,062 17,625 2,876 55,817 141,097 39,766 33,216 48,788 80,751 48,952 1,661 32,956 6,508 713 41,440 29,131 60,067 14,416 28,685 17,487 41,460 37,511 36,983 24,272 35,809

2,232 62 1,271 2,366 26,522 124 124 13,677 248 3,770 1,431 2,887 10,795 1,190 446 758 1,562 1,632 676 223 2,083 2,530 2,807 774 1,974

87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111

3,000 5,977 1,522 3,382 2,100 1,700 822 9,282 3,051 4,500 5,025 7,200 1,362 3,313 -

678 1,255 383 609 2,185 923 1,268 1,183 2,089 412 138 -

3,028 375 19,922 9,485 11,455 20,298 13,595 12,176 1,795 9,860 913 3,062 28,342 19,749 10,809 13,650 21,490 12,108 16,790 22,084 10,756

2,500 814 1,506 460 731 60 2,622 1,108 1,522 1,420 2,507 494 100 166 150

3,156 817 43,430 20,677 24,972 44,250 26,898 24,152 2,012 21,495 1,095 4,353 18,373 32,762 23,139 12,088 16,043 24,356 13,622 18,888 24,844 12,101

200 3,000 977 60 70 1,807 552 40 100 2,050 3,050 4,879 877 150 72 3,146 1,330 1,826 1,704 3,008 593 120 199 180

3,250 1,144 60,802 28,948 34,961 61,950 36,729 33,002 2,173 30,093 1,278 6,094 25,723 43,370 31,276 15,157 21,785 31,236 19,071 26,444 34,782 16,941

248 3,720 1,211 74 87 2,241 684 50 124 2,542 3,782 6,050 1,087 186 89 3,901 1,649 2,264 2,113 3,730 735 149 247 223

112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136

1,302 16,448 16,603 33,533 3,648 9,178 1,800 1,810 1,850 1,900 1,880 11,000 17,000 3,191 2,560 5,763 6,401 1,095 1,157

393 2,664 2,023 1,200 12,207 13,158 36,178 27,929 10,576 4,520 3,837 6,413 870 300 15,296 16,989 7,057 7,457

11,572 10,473 1,069 740 19,778 20,531 34,930 4,331 10,266 2,164 1,875 2,283 2,160 2,756 13,699 74,247 3,501 3,413 10,671 11,853 7,301 7,714

472 150 60 70 88,112 3,197 2,428 1,440 16,648 17,790 45,414 35,515 2,000 14,691 15,424 4,604 7,696 1,044 360 18,355 20,387 8,468 50,000

13,019 11,782 2,330 1,613 32,717 25,488 37,106 7,201 11,909 2,662 2,034 2,924 2,654 3,954 16,933 142,696 4,756 7,441 11,739 13,038 8,031 8,485

566 180 72 84 105,734 220,280 91,948 2,914 1,728 19,978 21,348 54,497 42,618 3,900 17,629 18,509 5,525 9,235 1,253 432 22,026 24,464 10,162 72,500

18,226 16,495 3,262 2,258 42,278 29,151 38,715 9,322 13,124 3,031 2,151 3,397 3,019 4,839 19,322 193,279 5,683 10,417 16,434 18,254 11,244 11,879

702 223 89 104 131,110 273,147 114,016 3,613 2,143 24,773 26,472 67,576 52,846 4,836 21,860 22,951 6,851 11,451 1,554 536 27,312 30,335 12,601 89,900

137 138 139 140 141 142 143 144 145 146 147 148 149 150 IREO

574 380 919 858 1,072 1,286 21,650 8,876 8,908

3,698 2,449 5,925 5,532 6,909 8,290 4,111 1,483 1,563

3,825 2,534 1,226 5,723 7,147 8,576 22,136 9,443 16,416 121,406 30,351 1,636 81,299

82,000 48,433 7,110 38,667 104,449 9,948 1,521 1,780 1,876 210,000 15,000 808 40,179 1,472,992

4,208 2,787 2,672 6,295 7,862 9,434 24,583 10,072 17,510 227,636 182,109 45,527 2,454 121,949 21,626 4,934,476

118,900 70,228 8,532 56,067 151,451 11,938 2,206 2,136 2,251 2,011,888 700,000 50,000 2,694 133,930 201,399 4,998,097

5,891 3,902 3,741 8,814 11,007 13,207 32,900 14,101 20,794 303,515 242,812 60,703 3,271 162,599 24,870 6,634,760

147,436 87,083 10,580 69,523 187,799 14,803 2,736 2,649 2,791 2,313,671 805,000 57,500 3,098 154,020 231,609 5,918,643

1,664,600

624,521

2,872,624