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Department of Town and Country Planning (DTCP), Government of Haryana
December 2010
Integrated Mobility Plan for Gurgaon Manesar Urban
Complex
Support Document
5th Floor ‘A’ Wing, IFCI Tower
Nehru Place New Delhi 110019
www.umtc.co.in
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
TABLE OF CONTENTS 1 PRIMARY DATA COLLECTED ............................................................................. 2
1.1 Traffic Surveys Conducted .............................................................................. 2 1.2 Survey Schedule .......................................................................................... 2 1.3 Road Network Inventory ................................................................................. 6 1.4 Screen - line Volume Counts ............................................................................ 7 1.5 Cordon Volume Counts & RSI Surveys .................................................................. 9 1.6 Road Side Interview Surveys ........................................................................... 13 1.7 Occupancy ................................................................................................ 15 1.8 Intersection Classified Volume Counts ............................................................... 17 1.9 Speed and Delay Surveys ............................................................................... 31 1.10 On- street Parking Surveys ............................................................................. 34 1.11 Off - Street Parking Surveys ........................................................................... 37 1.12 Pedestrian Crossing Count Surveys .................................................................... 37 1.13 Pedestrian Count Along the road ...................................................................... 38 1.14 Pedestrian Count Across the road ..................................................................... 39 1.15 Household Travel Surveys .............................................................................. 39
2. DEVELOPMENT PLAN FOR GMUC- 2021 ............................................................... 46
3. LIST OF PROPOSED SPECIAL ECONOMIC ZONES IN GURGAON DISTRICT ....................... 50
4. PROPOSED MAJOR EMPLOYMENT CENTERS IN GMUC .............................................. 52
5. POPULATION AND EMPLOYMENT PROJECTION FOR HORIZON YEARS .......................... 56
5.1 Aggressive Scenario ........................................................................................ 56 5.2 Moderate Scenario ......................................................................................... 57 5.3 Realistic Scenario .......................................................................................... 59
6. DEVELOPMENT OF URBAN TRANSPORT DEMAND MODEL ......................................... 76
6.1 Base Year Model Development ........................................................................... 76
7. ENVIRONMENTAL ASSESSMENT ......................................................................... 89
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
LIST OF TABLES Table 1.1 Traffic Survey Schedule ..................................................................................... 3
Table 1.2 Type of Carriageway ......................................................................................... 7
Table 1.3 Equivalency factors for Various Types of Vehicles on Urban Roads ................................... 8
Table 1.4 Summary of Screenline Counts ............................................................................. 9
Table 1.5 Summaries of Cordon Counts .............................................................................. 11
Table 1.6 Morning Peak and Evening Peak Observed at Outer cordon Points ................................... 12
Table 1.7 Composition of Traffic plying on Outer Cordon points (24 Hrs) ....................................... 12
Table 1.8 Sample Size for Outer Cordon Points ..................................................................... 13
Table 1.9 (a) Trip Frequencies by location on Outer Cordon Points.............................................. 14
Table 1.9 (b) Trip Frequencies by modes on Outer Cordon Points ............................................... 14
Table 1.10 Purpose of Journey on Outer Cordon Points............................................................ 15
Table 1.11 Average Occupancy by vehicle type on Outer Cordon Points ........................................ 16
Table 1.12 Percentages of Trips Originating and Destining between Sectors ................................... 17
Table 1.13 Speeds along Roads in the Study area during peak hours ............................................ 31
Table 1.14 Speeds along Roads in the Study area during off-peak hours ........................................ 33
Table 1.15 PCE Values Adopted for Various Vehicle Types ........................................................ 34
Table 1.16 Parking Accumulations .................................................................................... 35
Table 1.17 Location-wise Parking Durations of Vehicles Parked .................................................. 36
Table 1.18 Summaries of Parked Vehicles ........................................................................... 36
Table 1.19 Peak Parking Demand estimated at off- street parking survey locations .......................... 37
Table 1.20 Peak Pedestrian Count along the roads ................................................................. 39
Table 1.21 Peak Pedestrian crossings across the roads ............................................................ 39
Table 1.22 Distribution of Household size ........................................................................... 40
Table 1.23 Distribution of Average Household Income ............................................................. 41
Table 1.24 Average Vehicle Ownership ............................................................................... 42
Table 1.25 Mode Share Observed (All modes) ....................................................................... 42
Table 1.26 Motorised mode share ..................................................................................... 42
Table 1.27 Average Trip Length ....................................................................................... 42
Table 1.28 Average trip purpose ...................................................................................... 44
Table 2.1 Proposed Land Use Distributions for GMUC (2021) ...................................................... 46
Table 5.1 Projected Population and Employment under ‘Aggressive Scenario’ ................................ 56
Table 5.2 Projected Population and Employment under ‘Moderate Scenario’ .................................. 58
Table 5.3 Projected Population and Employment under ‘Realistic Scenario’ ................................... 59
Table 6.1 Study area zoning (Including Delhi zones) ............................................................... 78
Table 6.2 Summary of Estimated Base Year (2008) (Delhi & Gurgaon) Peak hour Travel ..................... 82
Demand .................................................................................................... 82
Table 6.3 Base year peak hour travel demand in Gurgaon ........................................................ 82
Table 6.4 Results of Observed OD Validation on Screen lines ..................................................... 83
Table 6.5 Base Year Observed OD Validation on Outer Cordon Locations ....................................... 83
Table 6.6 Trip Characteristics: Do Nothing- 2008 ................................................................... 84
Table 6.7 Base Year (2008) Transport Characteristics on Major roads ........................................... 84
Table 6.8 Population and Employment - 2008 ....................................................................... 85
Table 6.9 Calibrated Mode Choice Parameters ...................................................................... 87
Table 7.1 Estimated Vehicle Emission/Day in Gurgaon for 2009 (in tonnes) .................................... 89
Table 7.2 Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) under ‘Do- minimum’ scenario .............................................................................................................. 90
Table 7.3 Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) with IMP - 2031 ................. 90
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
LIST OF FIGURES
Figure 1.1 Roads covered in Road Network Inventory ............................................................... 6
Figure 1.2 Screen line Count Locations................................................................................ 8
Figure 1.3 Cordon Count and RSI Locations .......................................................................... 10
Figure 1.4 Composition of Vehicles Crossing Outer Cordon Points (24 Hrs) ..................................... 13
Figure 1.5 Average Trip Frequency across Outer Cordon Point ................................................... 14
Figure 1.6 Average Occupancy by vehicle type across Outer Cordon Point ..................................... 16
Figure 1.7 Peak Hour turning movement at Lt. Atul Kataria Chowk.............................................. 19
Figure 1.8 Peak Hour turning movement at IFFCO Chowk ......................................................... 20
Figure 1.9 Peak Hour turning movement at Basai Chowk .......................................................... 21
Figure 1.10 Peak Hour turning movement at Fountain Chowk .................................................... 22
Figure 1.11 Peak Hour turning movement at Sheetala Mata Mandir Chowk ..................................... 23
Figure 1.12 Peak Hour turning movement at Bhagat Singh Chowk ............................................... 24
Figure 1.13 Peak Hour turning movement at Rajiv Gandhi Chowk ............................................... 25
Figure 1.14 Peak Hour turning movement at Sukhrali Chowk ..................................................... 26
Figure 1.15 Peak Hour turning movement at Shankar Chowk ..................................................... 27
Figure 1.16 Peak Hour turning movement at Bhaktavar Singh Chowk ............................................ 28
Figure 1.17 Peak Hour turning movement at Sikanderpur Chowk ................................................ 29
Figure 1.18 Peak Hour turning movement at NH8- Manesar Industrial Estate Road Chowk ................... 30
Figure 1.19 Hourly-wise Parking Accumulation ...................................................................... 35
Figure 1.20 Parking Duration of Vehicles Parked ................................................................... 36
Figure 1.21 Average Composition of Parked Vehicles .............................................................. 37
Figure 1.22 Pedestrian Crossing count locations .................................................................... 38
Figure 1.23 Distribution of Household size ........................................................................... 41
Figure 1.24 Distribution of Monthly Household Income ............................................................ 41
Figure 1.25 Mode-wise Trip Length .................................................................................. 43
Figure 1.26 (a) Trip length frequency distribution.................................................................. 43
Figure 1.26 (b) Trip length frequency distribution by time ....................................................... 43
Figure 2.1 Land Use Distribution (2021) .............................................................................. 46
Figure 6.1 Methodology for Travel Demand Modelling ............................................................. 76
Figure 6.2 Study Area Zoning Map .................................................................................... 79
Figure 6.3 Base Year Study Area Road Network .................................................................... 80
Figure 6.4 Transit Network in the Study Area ...................................................................... 81
Figure 6.5 Base Year Flow/Capacity Diagram for peak hour traffic .............................................. 85
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Support Document of IMP:
Part - 1
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
1 Primary Data Collected
1.1 Traffic Surveys Conducted
In any transport planning exercise, data collection is the cornerstone and is the very foundation
on which rests the super structure. The following surveys were undertaken to develop/update
the traffic and transportation data for the study:
1. Road network inventory surveys
2. Screen line volume counts
3. Junction turning counts
4. Cordon count and OD surveys
5. Speed and delay surveys
6. On-street parking surveys
7. Off- street parking surveys
8. Pedestrian count along the roads
9. Pedestrian count crossing roads/ junctions
10. IPT passenger interview surveys
11. Cyclist interview surveys
12. Inter city & local Bus passenger count and OD for both boarding and alighting
passengers
13. House hold interview surveys
14. Topo surveys
1.2 Survey Schedule
Schedule for these surveys is presented in Table 1.1.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Table 1.1 Traffic Survey Schedule
Sl. No. Type of survey Duration Locations Date
1. Road network inventory About 210 kms within the study area
28th May 08- 30th May 08
2. Speed- delay surveys
Peak & off-peak hours
• NH 8 • MG road • Old Gurgaon road • Sohna road • Khandsa road • Railway road • Basai road • Pataudi road • Faridabad road • Jharsa road • Palam Vihar road • Sushkant Lok road • Subash Chandrabose Marg • Sheetla Matha Mandir Marg • Lt. Atul Katariya Mar
28th May 08- 30th May 08
3. Screen line Volume Count 16 hrs
1. On NH8 near Hero Honda Chowk 30th May 08
2. On Khandsa road 2nd June 08
3. On Pataudi road 3rd June 08
4. Junction turning counts 16 hrs
1. IFFCO Chowk: 4th June 08
2. Rajeev Chowk: 4th June 08
3. Fountain Chowk 4th June 08
4. Bhagat Singh Chowk 5th June 08
5. Sukrali Chowk: 5th June 08
6. Lt Atul Katariya Chowk 6th June 08
7. Sheetla Mata Marg Chowk: 6th June 08
8. Basai Chowk 9th June 08
9. Bhaktavar Singh Chowk 9th June 08
10. NH8 – Manesar Industrial estate Chowk 9th June 08
11. Shankar Chowk 27th June 08
12. Sikanderpur Chowk 30th June 08
5. Cordon RSI+ Volume Count 24 hrs
1. On NH8 towards Delhi 10th June 08
2. On MG road 10th June 08
3. On Faridabad road 11th June 08
4. On Sohna road 11th June 08
5. On NH8 towards Rewari 16th June 08
6. On Pataudi road 12th June 08
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sl. No. Type of survey Duration Locations Date
7. On Basai road 13th June 08
8. On Daulathabad road 13th June 08
9. On Najafgarh road 17th June 08
10. On Old Gurgaon road 17th June 08
6. Pedestrian Count (along the road) 12 hrs 1. Fountain Chowk 17th June 08
2. In front of Bus stand 17th June 08
3. Old Gurgaon road between Palam Vihar road and Karterpuri Marg 18th June 08
4. MG road between Faridabad road and Nathupur road 18th June 08
5. MG road between Faridabad road and IFFCO Chowk 18th June 08
6. Sheetla Mata Mandir Marg 18th June 08
7. Sethi Chowk 18th June 08
8. Vishwakarma Road 30th June 08
7. Pedestrian Count (across the road) 12 hrs
1. IFFCO Chowk 17th June 08
2. Fountain Chowk 17th June 08
3. Sheetla Mata Mandir Chowk 17th June 08
4. Rajiv Chowk 18th June 08
5. Sukhrali Chowk 18th June 08
6. Sethi Chowk 18th June 08
7. Near Bus stand 18th June 08
8. NH 8 DLF mall 18th June 08
9. Prakash Puri Chowk 23rd June 08
10. Shankar Chowk 27th June 08
8. On-street parking survey 12 hrs
1. Railway station road 19th June 08
2. New Railway road (near HUDA Shopping Complex) 19th June 08
3. New Railway road (near New Colony) 19th June 08
4. Fountain Chowk 19th June 08
5. Around Sethi Chowk 19th June 08
6. Netaji Subash Marg (near Unitech Business Centre/Cyber Park) 19th June 08
7. MG road (between PVR mall and Bristol) 19th June 08
8. On Vishwakarma road 2nd July 08
9. Off-street parking survey 12 hrs
1. Railway station 19th June 08
2. Near Power Grid 19th June 08
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sl. No. Type of survey Duration Locations Date
3. Near Mini Secretariat 19th June 08
4. Off-street of Vishwakarma road 2nd July 08
10.
Inter city & local Bus passenger count + OD (both boarding and alighting) 12 hrs
1.Jaipur road near Rajeev Chowk 24th June 08
2.Sohna road near Rajeev Chowk 24th June 08
3.IFFCO Chowk 24th June 08
4.At Bus stand 25th June 08
5.Atul Katariya Road 25th June 08
6.Sukrali Chowk 25th June 08
7.Old Gurgaon road near Kapar Shera 26th June 08
8.Near Basai Junction (2 locations) 25th June 08
9.Near Manesar Chowk 26th June 08
10.Old Gurgaon road near Palam Vihar road 26th June 08
11. IPT passenger interview survey 500 samples 21st June 08
12. Cyclist interview survey 500 samples 23rd June 08
13. HHI surveys 3000 samples
27th June 08- 14th July 08
14. Topo Surveys
About 10 Kms, including Junctions: 10 Nos. Road stretches : 5kms Bus terminal & railway station
2nd week of August
Findings of various surveys are presented below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
1.3 Road Network Inventory
Objective of the Survey: Road network inventory has been aimed at developing the network
database with the existing features of roadway sections covering the study area.
Conduct of the Survey: For all major road sections in the study area, inventory surveys has
been undertaken to create a road network database. Inventories of the following facilities
were undertaken as part of the task:
Road Section length
Effective Road width
Median width and type
Quality of riding surface
Adjoining Land use and available access control
Intersection Facilities
Availability of pedestrian Facilities
Parking Facilities present along the road
Traffic Control Measures
Data Entry and Analysis: The road network attribute data collected from the field has been
integrated with the network database. The database has been used in developing the base
year network facilitating both qualitative and quantitative evaluation of the present sufficiency
of road networks vis-à-vis existing standards and usage pattern.
Key Outputs: Road transport Network database of the study area.
The road network covered in the survey is presented in Figure 1.1.
Figure 1.1 Roads covered in Road Network Inventory
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Salient features of the road network in the study area are presented below.
Road Length Covered: The survey covered about 220 kms of the road length in the study area.
Type of Carriageway: The share various types of road carriageways are presented in Table 1.2.
Majority of roads in the study area have two lane carriageways (58%). NH8 expressway is the
eight lane road passing through the study area, which constitute 10% of the total road length.
Table 1.2 Type of Carriageway
Type of carriageway Length (Km) %
8 Lane 21 10
6 Lane 11 5
4 Lane 61 28
2 Lane 127 58
Total 220 100
Availability of median: Medians are available for about 45% of roads in the study area, while
55% of roads don’t have median for directional segregation of traffic.
Availability of Footpath: Footpath is not present on majority of
roads in the study area. About 25% of roads are with walk able foot
path.
Availability of street light:
It is seen that street
Light is available only on 22% of roads in Gurgaon.
1.4 Screen - line Volume Counts
Objective of the Survey: These surveys were conducted at identified screen line locations for
16 hours covering morning and evening peak hours, which have been used for validation of the
urban travel demand model.
A screen line is identified to validate the existing traffic between Gurgaon and Manesar in the
model. Hence three locations are selected on the roads connecting Gurgaon and Manesar.
They area:
On NH8 expressway between Gurgaon and Manesar
On Khandsa road between Gurgaon and Manesar
On Pataudi road between Gurgaon and Manesar
Foot Path
Present
23%
Absent
77%
Street Light
Absent
78%
Present
22%
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Conduct of the Survey: Manual traffic counts have been carried out on a typical working day
at all the identified locations. At each identified station, both directional counts were carried
out by vehicle type. I.e. cars, jeeps, vans, buses, trucks, MAVs, LCVs, tractors, motorized two
wheelers and three wheelers, and slow moving vehicles.
Data Entry and Analysis: The traffic data collected from the field has been scrutinized and
processed. The Passenger Car Unit (PCU) values recommended by Indian Roads Congress (IRC)
for urban roads were used in the analysis.
The screen line count locations are presented in Figure 1.2.
Key Outputs
Peak Hour Volume at the survey stations (Veh/Hr. and PCU/Hr)
Traffic by Vehicle type and hourly distribution of Traffic
Figure 1.2 Screen line Count Locations
Vehicles counted were converted to Passenger Car Units (PCU) by adopting equivalent PCUs.
The PCUs corresponding to urban roads as per IRC: 106-1990 is used and the PCU values
adopted is given in Table 1.3.
Table 1.3 Equivalency factors for Various Types of Vehicles on Urban Roads
Vehicle Type
Equivalent PCU Factors for Urban Roads
Vehicle Composition
<5% >10%
Two Wheelers 0.5 0.75
Passenger Cars/ Pick Up Vans 1.0 1.0
Auto Rickshaw 1.2 2.0
Light Commercial Vehicle 1.4 2.0
Truck or Bus 2.2 3.7
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Vehicle Type Equivalent PCU Factors for Urban Roads
Vehicle Composition
MAV 4.0 5.0
Cycle 0.4 0.5
Cycle Rickshaw 0.5 2.0
Cart 2.0 3.0 (Source: IRC: 106-1990)
The 16 hours traffic volumes (16 Hours) at screen- line locations are presented in Table 1.4.
These count data was used to validate the base year transport model developed for the study
area.
Table 1.4 Summary of Screenline Counts
No. Location Vehicles PCUs
1 On NH 8 near Hero Honda Chowk 58633 85026
2 On Khandsa road between Gurgaon and Manesar 9574 10474
3 On Pataudi road between Gurgaon and Manesar 10570 12905
1.5 Cordon Volume Counts & RSI Surveys
Outer Cordon: is the boundary of the study area, i.e.; the Gurgaon- Manesar Urban Complex,
along which, ten locations have been selected. The directional classified volume count surveys
were conducted for 24 hours across these points.
RSI Surveys: The main objective of the survey is to derive the passenger and freight travel
pattern by road. These surveys were aimed at analyzing the traffic movement between the
study area and other parts outside.
Scope of the Survey: The scope of the survey includes conducting interviews at all outer
cordon and two inner cordon points for 24 hours along with the classified traffic counts.
Conduct of the Survey: Interviews were carried out on a sample basis on a typical working day
by stopping the vehicles with the help of police. The objective was to achieve minimum
sample coverage of 10 percent spread across various categories of vehicles. Classified volume
counts were carried out along with the interviews in order to facilitate adjustment for
sampling, or to calculate expansion factors. The information collected includes origin and
destination of trip, occupancy, trip purpose, frequency and in the case of goods vehicles their
type of material transported.
Data Entry and Analysis: A zone system has been developed to code the origin and destination
of the trips. The collected data has been coded and processed to eliminate all illogical data
and entry errors. The data has been processed and expanded to total traffic using the
expansion factors for each vehicle type. The outer cordon count and RSI survey are:
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
On NH8 towards Delhi
On MG road
On Faridabad road
On Sohna road
On NH8 towards Rewari
On Pataudi road
On Basai road
On Daulathabad road
On Najafgarh road
On Old Gurgaon road
The inner cordon points are:
on MG road at IFFCO Chowk and
at Rajeev Chowk on Sohna road
The RSI survey locations are presented in Figure 1.3.
Figure 1.3 Cordon Count and RSI Locations
Key Outputs
Mode-wise trip matrices
Occupancy level by vehicle type
Trip frequency and purpose
Trip pattern
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The summary of the data collected for 24 hours is presented in Table 5 and the peak hour
details is also shown in the Table 1.5.
Table 1.5 Summaries of Cordon Counts
Sl. No.
Location
Peak Hour Total Vehicles (24 Hrs) Share of Peak Traffic (%) Time PCU Vehicles PCU
1 On NH8 towards Delhi
6.30 PM- 7.30PM 11418 108913 128164 8.9%
2 On MG road 7.00 PM - 8.00 PM 5340 72190 72173 7.4%
3 On Faridabad road
8.45am - 9.45am 1254 11716 13194 9.5%
4 On Sohna road
10.00am-11.00am 1513 15425 25310 6.0%
5 On NH8 towards Rewari
6.15 PM - 7.15 PM 3327 33563 62810 5.3%
6 On Pataudi road
11.00 AM -12.00 AM 1866 14627 23271 8.0%
7 On Basai road
8.00 AM - 9.00 AM 123 1046 1192 10.3%
8 On Daulathabad road
6.00 PM - 7.00 PM 629 4986 8766 7.2%
9 On Najafgarh road
6.45pm-7.45pm 240 3288 2944 8.2%
10 On Old Gurgaon road
7.15 PM - 8.15 PM 3288 41480 49704 6.6%
Total for all locations 307232 387529
On an average, about 3, 00,000 lakhs vehicles are entering and exiting Gurgaon,
including NH8 expressway. The total daily traffic accounts about 3.8 lakhs PCU.
Maximum vehicles entering/exiting through NH 8 (from Delhi side), followed by
Mehrauli- Gurgaon road and NH8 from Rewari side.
The traffic on NH8 towards Rewari and on Sohna road are found to be more equally
distributed throughout the day, hence the peak hour share is less.
Composition of Traffic plying at the outer Cordon Points is presented in Table 1.7.
Passenger vehicles form the major share at all locations, which varies between 67% on
NH8 towards Rewari and 95% on MG road.
Share of commercial/goods vehicles varies from 3% to 35%.
Commercial vehicles are found high on NH8, on Old Gurgaon road, Sohna road, etc.
On an average, daily about 40,000 commercial/goods vehicles are entering and exiting
the study area.
The morning peak and evening peak traffic observed is presented in Table 1.6.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Table 1.6 Morning Peak and Evening Peak Observed at Outer cordon Points
Location Peak Peak hour Peak value (PCU)
On NH 8 towards Delhi Morning Peak 9.30-10.30 10653
Evening Peak 18.30-19.30 11475
On MG Road Morning Peak 9.15-10.15 4426
Evening Peak 19.00-20.00 5340
On Faridabad road Morning Peak 8.45-9.45 1254
Evening Peak 17.45-18.45 1064
On Sohna road Morning Peak 10.00-11.00 1513
Evening Peak 18.30-19.30 1475
On NH 8 towards Rewari Morning Peak 10.30-11.30 2800
Evening Peak 18.15-19.15 3327
On Pataudi road Morning Peak 11.00-12.00 1866
Evening Peak 17.00-18.00 1413
On Basai Road Morning Peak 8.00-9.00 123
Evening Peak 18.45-19.45 98
On Daulathabad Road Morning Peak 9.00-10.00 600
Evening Peak 18.00-19.00 629
On Najafgarh Road Morning Peak 8.15-9.15 228
Evening Peak 18.45-19.45 240
On Old Gurgaon Road Morning Peak 11.00-12.00 2556
Evening Peak 19.15-20.15 3288
Table 1.7 Composition of Traffic plying on Outer Cordon points (24 Hrs)
Sl. No.
Location
Vehicles %
Passenger
Vehicles
Goods
Vehicles SMVs Total
Passenger
Vehicles
Goods
Vehicles SMVs Total
1
On NH8 towards Delhi 97640 10279 994 108918 90 9 1 100
2 On MG road 68508 2338 1345 72191 95 3 2 100
3 On Faridabad road 9850 1705 161 11716 84 15 1 100
4 On Sohna road 10946 4172.5 306 15425 71 27 2 100
5 On NH8 towards Rewari 22349 11089.6 124 33563 67 33 0 100
6 On Pataudi road 10632 3571 424 14627 73 24 3 100
7 On Basai road 759 243 44 1046 73 23 4 100
8
On Daulathabad road 3094 1755 137 4986 62 35 3 100
9 On Najafgarh road 2674 129 485 3288 81 4 15 100
10
On Old Gurgaon road 33670 4665 3146 41480 81 11 8 100
Total 260120 39947 7166 307233 85 13 2 100
Average composition of vehicle types crossing outer cordon points is presented in figure 1.4.
Car traffic is maximum, followed by two wheelers and trucks.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Figure 1.4 Composition of Vehicles Crossing Outer Cordon Points (24 Hrs)
1.6 Road Side Interview Surveys
Surveys had been conducted at ten locations on outer cordon and at two inner cordon points
for 24 hours. The details of the locations had been dealt in the earlier section.
Zoning System Adopted
The study area and other influencing areas are broadly classified into two regions, say, area
within Gurgaon- Manesar Urban Complex (GMUC) and area outside GMUA. The entire study
area comprises of a total of 157 zones, out of which 1 to 145 zones are within GMUC and rest
12 zones are areas outside of GMUC.
Sample Size
The collected data was coded, processed and expanded to total traffic using the expansion
factors for each vehicle type. Average sample size obtained for various categories of vehicles
for the O-D survey across outer cordon locations are given in Table 1.8. The sample covered is
adequate as per the norms of minimum 10% samples for urban areas.
Table 1.8 Sample Size for Outer Cordon Points
Location Truck MAV LCV Car AR TW
On NH8 towards Delhi 10% 12% 12% 10% 49% 10%
On MG road 11% 14% 18% 11% 25% 12%
On Faridabad road 12% 29% 10% 20% 32% 13%
On Sohna road 11% 17% 19% 12% 15% 18%
On NH8 towards Rewari 10% 11% 11% 10% 10% 10%
On Pataudi road 18% 14% 11% 11% 11% 10%
On Basai road 23% 50% 11% 10% 17% 11%
On Daulathabad road 13% 24% 12% 11% 28% 10%
On Najafgarh road 11% 21% 13% 21% 24% 12%
Old Gurgaon Road 11% 95% 28% 13% 18% 11%
Average 13% 29% 15% 13% 23% 12%
Van
1%
Standard Bus
4%
SMVS
2%LCV
4%Tractors
1%
MAV
2%Trucks
6%
Auto Rickshaws
2%
Mini Bus
1%
Share Auto
1%
Car
52% Two Wheelers
24%
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Trip Frequency
The detailed trip frequency distribution is shown in the following Figure. Analysis of the trip
frequency shows that the majority of trips are daily trips, which shared 62% of the total trips
followed by alternate day trips and weekly trips having a frequency of 17% and 11%
respectively. Table 1.9 shows the trip frequency at all locations across outer cordon points.
Figure 1.5 Average Trip Frequency across Outer Cordon Point
Table 1.9 (a) Trip Frequencies by location on Outer Cordon Points
Location Name
Frequency of the Trip
Daily Alternate
Day Weekly Fortnightly Monthly Occasionally Total
On NH8 towards Delhi 70% 20% 7% 2% 1% 0% 100%
On MG road 73% 17% 8% 1% 1% 0% 100%
On Faridabad road 73% 15% 9% 2% 1% 0% 100%
On Sohna road 44% 18% 17% 8% 6% 7% 100%
On NH8 towards Rewari 42% 18% 15% 10% 5% 10% 100%
On Pataudi road 68% 11% 17% 1% 2% 1% 100%
On Basai road 54% 26% 13% 0% 7% 0% 100%
On Daulathabad road 64% 19% 2% 3% 10% 2% 100%
On Najafgarh road 67% 13% 8% 6% 5% 1% 100%
Average 62% 17% 11% 4% 4% 2% 100%
Table 1.9 (b) Trip Frequencies by modes on Outer Cordon Points
Mode Daily Alternate Day Weekly Fortnightly Monthly Occasionally Total
Truck 56% 23% 11% 7% 2% 1% 100%
MAV 51% 18% 14% 10% 6% 1% 100%
LCV 67% 18% 12% 2% 1% 0% 100%
Car 63% 12% 10% 7% 6% 2% 100%
AR 65% 13% 11% 6% 3% 2% 100%
TW 81% 13% 3% 2% 1% 0% 100%
Daily
62%
Monthly
4%Occasionally
2%
Fortnightly
4%
Weekly
11%
Alternate Day
17%
A-15
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The higher daily trips observed at locations on roads connecting Gurgaon with Delhi, as people
residing in Delhi comes daily to Gurgaon for working and business purpose. When comparing
the trip frequency by mode, maximum daily trips are made by two wheelers.
Purpose of Journey
Analysis on purpose of journey revealed that the work trips constitute more with 61% followed
by business trips of 30% and others 9%. The trip purpose at all the locations across outer cordon
points is shown in Table 1.10.
Table 1.10 Purpose of Journey on Outer Cordon Points
Location Name Purpose of the Trip
Work Business Education Social &
Recreation Tourism Others Total
On NH8 towards Delhi
63% 24% 7% 1% 5% 0% 100%
On MG road 56% 41% 2% 0% 1% 0% 100%
On Faridabad road 59% 27% 8% 0% 2% 4% 100%
On Sohna road 67% 20% 5% 2% 4% 2% 100%
On NH8 towards Rewari
59% 27% 2% 2% 8% 2% 100%
On Pataudi road 66% 29% 1% 1% 3% 0% 100%
On Basai road 59% 36% 1% 0% 4% 0% 100%
On Daulathabad road
62% 34% 1% 0% 1% 2% 100%
On Najafgarh road 63% 28% 3% 2% 2% 2% 100%
Old Gurgaon Road 58% 32% 3% 2% 2% 3% 100%
Average 61% 30% 3% 1% 3% 2% 100%
The work trips are predominant at all the points on outer cordon locations of the total trips,
which is the typical travel characteristic of urban areas. Tourism trips are observed on NH 8,
since the roads leads to Jaipur.
1.7 Occupancy
Analysis on occupancy of the vehicles revealed that the average occupancy of car is 2.0, which
of two-wheeler is 1.3 and the average occupancy of auto is 2.8. Distribution of average
occupancy based on vehicle type has been shown in the Figure 1.6. Table 1.11 shows the
average occupancy at all the locations across outer cordon points.
A-16
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Figure 1.6 Average Occupancy by vehicle type across Outer Cordon Point
Table 1.11 Average Occupancy by vehicle type on Outer Cordon Points
Location Name
Average Occupancy by Vehicle Type
Car Auto TW Truck MAV LCV
On NH8 towards Delhi 1.7 3.1 1.6 2.2 3.3 1.6
On MG road 1.6 3.2 1.6 2.2 3.2 2.1
On Faridabad road 1.6 2.5 1.1 2.4 3.3 1.5
On Sohna road 2.2 2.9 1.1 2.6 3.1 1.5
On NH8 towards Rewari 2.2 2.2 1.1 3.1 2.9 2.1
On Pataudi road 2.1 3.9 1.3 3.2 2.7 1.7
On Basai road 2.1 2.7 1.5 2.3 2.9 2.8
On Daulathabad road 2.4 2.6 1.2 2.1 2.9 1.8
On Najafgarh road 1.8 2.4 1.3 2.1 2.4 1.6
Old Gurgaon Road 2.4 2.4 1.4 2.3 2.9 1.4
Average 2.0 2.8 1.3 2.5 3.0 1.8
Trip Characteristics: The zones had broadly classified into two major sectors for analyzing the
trip characteristics. They are;
Zones within GMUC – Zones 1 to 145
Outside GMUC – Zones 146 to 157
The trip characteristics analysis of the outer cordon points revealed that more than 70% of
commercial vehicle trips and about 50% of passenger trips are between external zones to
external zones. Table 1.12 shows the percentage of trips between the sectors. It is seen that
external trips (E-E category in the Table) is significant at all major corridors. These demands
for ring roads connecting all major corridors outside the city to segregate through traffic bound
between places outside Gurgaon from local traffic. Since a bypass is present on NH 8,
development of bypasses or ring roads connecting other roads could be thought off.
2.0
2.8
1.3
2.5
3.0
1.8
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
Car Auto TW Truck MAV LCV
Vehicle Type
Avera
ge O
ccu
pan
cy
A-17
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Table 1.12 Percentages of Trips Originating and Destining between Sectors
Location
Commercial Vehicles Passenger Vehicles
E-E E-I & I-E Total E-E E-I & I-E Total
On NH8 towards Delhi 76 24 100 43 57 100
On MG road 59 41 100 72 28 100
On Faridabad road 76 24 100 69 31 100
On Sohna road 81 19 100 70 30 100
On NH8 towards Rewari 78 22 100 64 36 100
On Pataudi road 58 42 100 22 78 100
On Basai road 54 46 100 45 55 100
On Daulathabad road 92 8 100 47 53 100
On Najafgarh road 55 45 100 30 70 100
Old Gurgaon Road 91 9 100 65 35 100
Average 77 23 100 55 45 100
(E to E = Trips between External Zones to External Zones and I- E = Trips between Internal Zones & External Zones)
1.8 Intersection Classified Volume Counts
Objectives: Surveys were conducted at critical intersections identified within the study area.
The data help in identifying the traffic issues at the intersection, critical movements, etc.
Scope of Survey: Counting of vehicles classified by the type of vehicles at the selected
locations for 16 hours.
The locations are:
1. IFFCO Chowk
2. Rajeev Chowk
3. Fountain Chowk
4. Bhagat Singh Chowk
5. Sukhrauli Chowk
6. Lt Atul Katarya Chowk
7. Sheetla Mata Marg Chowk
8. Basai Chowk
9. Bhaktawar Singh Chowk (Sector 39, 45)
10. NH8 – Manesar Industrial estate Chowk
11. Shankar Chowk
12. Sikanderpur Chowk
The locations are presented in Figure 1.13.
A-18
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Conduct of the Survey: Manual traffic counts were carried out on a typical working day. Data
Entry and Analysis: The traffic data collected from the field were scrutinized and processed.
The Passenger Car Unit (PCU) values recommended by Indian Roads Congress (IRC) for urban
roads will be used in the analysis.
Key Outputs
Peak Hour Volume at the intersections (Veh/Hr. and PCU/Hr)
Peak hour turning movement by vehicle type
A-19
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Lt. Atul Katariya Chowk: The four arm junction on Old Gurgaon road connects Sheetla Mata
Mandir Chowk, Palam Vihar road, Sukhrali Chowk and Fountain Chowk. It is an uncontrolled
intersection. Facility for safe pedestrian crossing is not present, but foot path present on all
arms. The peak hour traffic is observed about 11,000 PCU constituted about 8600 vehicles.
Major movements occurring at this junction are straight movement on Old Gurgaon road. Peak
hour turning movement is presented in Figure 1.7.
Figure 1.7 Peak Hour turning movement at Lt. Atul Kataria Chowk
Classified Turning Volume Count Survey Peak Hour
Location: Atul Kataria ChowkPeak Hour Volume
(Nos.)
Date: 6/6/2008 Peak Volume in PCU
From From
Sheetla Matha Mandir
Standard Bus 0 0 0 Standard Bus 4 126 13
Mini Bus 0 0 0 Mini Bus 9 13 4
Van 0 2 4 Van 3 39 30
Shared Auto 3 10 7 Shared Auto 11 39 37
Cars 133 97 417 Cars 119 254 284
Two Wheeler 111 67 288 Towards Two Wheeler 109 228 163
Auto Rikshaw 13 10 60 Auto Rikshaw 31 180 111
Trucks 0 0 0 Trucks 6 190 12
MAV 0 0 0 MAV 0 150 2
LCV 1 0 0 LCV 18 180 7
Tractors 0 4 0 Tractors 7 11 8
Cycles 19 1 88 Cycles 136 9 29
Carts 0 0 0 Carts 0 0 1
Cycle Rickshaw 14 2 24 Cycle Rickshaw 53 13 61
Total Vehicles 294 193 888 Total Vehicles 506 1432 762
Total PCU 285 210 854 Total PCU 537 2542 979
Towards Sheetla Matha Mandir Towards Sukhrauli Chowk
From From
Standard Bus 25 49 13 Standard Bus 22 32 4
Mini Bus 6 0 9 Mini Bus 6 18 2
Van 22 0 12 Van 15 95 235
Shared Auto 7 17 17 Shared Auto 10 6 251
Cars 131 610 120 Towards Cars 354 100 271
Two Wheeler 107 411 152 Two Wheeler 301 77 247
Auto Rikshaw 3 59 112 Auto Rikshaw 39 10 42
Trucks 14 46 15 Trucks 12 10 1
MAV 0 55 4 MAV 14 25 0
LCV 34 51 11 LCV 12 9 7
Tractors 11 5 4 Tractors 2 2 1
Cycles 4 0 5 Cycles 27 2 30
Carts 0 0 0 Carts 0 0 0
Cycle Rickshaw 4 8 60 Cycle Rickshaw 7 12 29
Total Vehicles 368 1311 534 Total Vehicles 821 398 1120
Total PCU 449 1607 749 Total PCU 882 550 1375
19.00-20.00
8627
11018
Palam Vihar
Palam Vihar
Fountain
Chowk
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Sukhrauli Chowk Fountain Chowk
A-20
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
IFFCO Chowk: It is a 4 legged signalized intersection between Mehrauli -Gurgaon road and NH
8. It is the main access to Gurgaon from NH 8 (Delhi side) and carries heavy traffic throughout
day time, especially during peak hours. During peak hours, signal cycle time exceeds even
beyond 5 minutes and vehicles need to wait for long time. Maximum hourly traffic observed at
this junction is about 13800 PCU between 7.15 PM and 8.15 PM. Major turning movements
occurring at this junction are between Delhi side and towards Sukrali Chowk and Sikanderpur
Chowk side. Peak hour turning movement is presented in Figure 1.8. Cars and two wheelers
are main component in the junction traffic. Heavy pedestrian movement is happening, both
along and across the arms of the junction.
Figure 1.8 Peak Hour turning movement at IFFCO Chowk
Classified Turning Volume Count Survey Peak Hour
Location: IFFCO ChowkPeak Hour Volume
(Nos.)
Date: 4/6/2008 Peak Volume in PCU
From From
Sukhrali Chowk
Standard Bus 125 2 29 Standard Bus 3 97 18
Mini Bus 32 0 20 Mini Bus 1 27 2
Van 25 2 4 Van 8 48 156
Shared Auto 32 4 17 Shared Auto 9 34 111
Cars 339 69 212 Cars 132 858 236
Two Wheeler 327 40 213 Two Wheeler 81 460 216
Auto Rikshaw 270 23 90 Auto Rikshaw 8 14 101
Trucks 7 0 3 Trucks 3 14 0
MAV 5 0 1 MAV 0 1 0
LCV 45 0 24 LCV 11 49 0
Tractors 6 24 10 Tractors 7 3 2
Cycles 32 0 39 Cycles 8 28 18
Carts 0 0 0 Carts 0 0 1
Cycle Rickshaw 31 2 26 Cycle Rickshaw 18 17 41
Total Vehicles 1276 166 688 Total Vehicles 289 1650 902
Total PCU 1733 259 835 Total PCU 332 1762 1120
Towards Sukhrali Chowk Towards Sikanderpur Chowk
From From
Standard Bus 116 3 0 Standard Bus 27 27 69
Mini Bus 12 2 0 Mini Bus 0 2 25
Van 40 9 1 Van 20 82 80
Shared Auto 58 1 0 Shared Auto 9 17 28
Cars 908 727 81 Cars 640 500 85
Two Wheeler 446 1487 81 Two Wheeler 490 285 60
Auto Rikshaw 23 19 0 Auto Rikshaw 20 335 42
Trucks 28 2 1 Trucks 19 2 1
MAV 6 1 0 MAV 8 0 4
LCV 62 24 2 LCV 7 0 5
Tractors 1 1 0 Tractors 5 0 1
Cycles 11 1 14 Cycles 37 455 9
Carts 0 0 0 Carts 0 0 0
Cycle Rickshaw 6 1 0 Cycle Rickshaw 25 52 18
Total Vehicles 1717 2278 180 Total Vehicles 1307 1757 427
Total PCU 1911 1949 153 Total PCU 1313 1853 608
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Sikanderpur ChowkHero Honda Chowk
Towards Hero
Honda Chowk
19.15-20.15
12637
13829
Shankar Chowk
Towards
Shankar Chowk
A-21
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Basai Chowk: The four arm junction connects Pataudi road, Basai road, Railway station road
and Fountain Chowk. It is an uncontrolled intersection with no marking, signs and pedestrian
facilities. The peak hour traffic is observed about 4,800 PCU. The movements from Basai road
and Pataudi road to Fountain Chowk are found significant. Peak hour turning movement is
presented in Figure 9.
Figure 1.9 Peak Hour turning movement at Basai Chowk
Classified Turning Volume Count Survey Peak Hour
Location: Basai ChowkPeak Hour Volume
(Nos.)
Date: 9/6/2008 Peak Volume in PCU
From From
Basai Road
Standard Bus 0 0 31 Standard Bus 1 0 2
Mini Bus 0 0 0 Mini Bus 0 0 0
Van 0 0 0 Van 4 6 1
Shared Auto 0 0 0 Shared Auto 4 16 1
Cars 6 5 5 Cars 12 15 5
Two Wheeler 15 36 26 Two Wheeler 28 22 64
Auto Rikshaw 4 28 1 Auto Rikshaw 2 2 75
Trucks 3 0 0 Trucks 0 2 2
MAV 3 0 1 MAV 1 3 0
LCV 0 3 5 LCV 1 9 3
Tractors 4 3 3 Tractors 2 2 0
Cycles 10 24 41 Cycles 7 6 56
Carts 3 0 0 Carts 0 3 0
Cycle Rickshaw 0 0 3 Cycle Rickshaw 1 5 0
Total Vehicles 48 99 116 Total Vehicles 63 91 209
Total PCU 70 114 140 Total PCU 69 129 241
Towards Basai Road Towards Fountain Chowk
From From
Standard Bus 0 7 2 Standard Bus 2 30 84
Mini Bus 0 0 0 Mini Bus 0 17 31
Van 3 9 2 Van 0 3 41
Shared Auto 1 40 1 Shared Auto 5 12 39
Cars 9 324 1 Cars 64 215 382
Two Wheeler 50 333 33 Two Wheeler 29 220 371
Auto Rikshaw 6 13 2 Auto Rikshaw 16 115 316
Trucks 3 10 0 Trucks 0 5 4
MAV 1 2 3 MAV 0 1 3
LCV 5 45 4 LCV 0 27 62
Tractors 4 3 1 Tractors 27 5 3
Cycles 34 80 23 Cycles 0 29 56
Carts 0 0 0 Carts 0 0 0
Cycle Rickshaw 2 8 4 Cycle Rickshaw 0 24 54
Total Vehicles 118 874 76 Total Vehicles 143 703 1446
Total PCU 115 857 77 Total PCU 240 861 1893
Towards
Pataudi Road
18.45-19.45
3986
4806
Railway Road
Towards Railway
road
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Fountain ChowkPataudi Road
A-22
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Fountain Chowk: The three arm junction connects Railway Station road, Basai Chowk, and
IFFCO. Bus stand, market, hospitals, Park and lot of commercial activities are concentrated
around the junction, making the junction very busy with vehicular and pedestrian traffic.
Another junction is also located very near to this junction. Major movement at this junction is
the turning movements between IFFCO Chowk arm and Sadar Bazaar road arm. Peak hour
traffic observed at this junction is about 7100 PCU, constituted from 5800 vehicles between
7.30 pm and 8.30 pm. Bus traffic is present on Sadar Bazaar road. Peak hour turning movement
is presented in Figure 1.10.
Figure 1.10 Peak Hour turning movement at Fountain Chowk
Classified Turning Volume Count Survey
Location: Fountain Chowk
Date: 4/6/2008Peak Hour
19.30-
20.30
Peak Hour Volume
(Nos.)5810
FromPeak Volume in
PCU7133
New Railway Road
Standard Bus 1 -
Mini Bus 1 -
Van - -
Shared Auto - -
Cars 105 7
Two Wheeler 99 24
Auto Rikshaw 6 8
Trucks 3 -
MAV - -
LCV 2 -
Tractors - -
Cycles 184 34
Carts - -
Cycle Rickshaw 247 9
Total Vehicles 648 82
Total PCUs 1,037 85
From From
Sadar Bazar Road IFFCO Chowk
Standard Bus - 32 Standard Bus - 34
Mini Bus - 9 Mini Bus - 14
Van - 4 Van - -
Shared Auto - 2 Shared Auto - -
Cars 2 255 Cars 273 833
Two Wheeler 24 793 Two Wheeler 347 864
Auto Rikshaw - 352 Auto Rikshaw 14 195
Trucks - 2 Trucks - -
MAV - - MAV - -
LCV - 20 LCV 4 7
Tractors - - Tractors - 4
Cycles 24 214 Cycles 85 171
Carts - - Carts - -
Cycle Rickshaw 14 178 Cycle Rickshaw 110 200
Total Vehicles 64 1,861 Total Vehicles 833 2,322
Total PCUs 74 2,319 Total PCUs 939 2,678
Towards Bus stand
Towards Sadar Bazar
Road
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Towards New Railway Road
A-23
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sheetla Mata Mandir Chowk: The three arm junction on Sheetla Matha Mandir road connects
Prakash Puri Chowk, Lt. Atul Kataria Chowk and Fountain Chowk. It is an uncontrolled
intersection. Since the Mandir is located close to this junction, heavy pedestrian movement is
also occurring. A Foot Over Bridge is provided across Matha Mandir road near the junction.
Maximum hourly traffic is observed between 7.30 pm and 8.30 pm with 4954 PCU from 4741
vehicles. Peak hour turning movement is presented in Figure 1.11.
Figure 1.11 Peak Hour turning movement at Sheetala Mata Mandir Chowk
Classified Turning Volume Count Survey
Location: Shetla Mata Mandir Chowk
Date: 6/6/2008Peak Hour
19.30-
20.30
Peak Hour Volume
(Nos.)4741
FromPeak Volume in
PCU4954
Prakash Puri Chowk
Standard Bus 3 7
Mini Bus - -
Van 2 -
Shared Auto 20 15
Cars 643 201
Two Wheeler 636 209
Auto Rikshaw 7 23
Trucks 35 1
MAV 3 -
LCV 26 19
Tractors 4 1
Cycles 118 63
Carts - -
Cycle Rickshaw 80 66
Total Vehicles 1,577 605
Total PCUs 1,601 681
From From
Fountain Chowk Atul Katariya Chowk
Standard Bus 12 4 Standard Bus 9 2
Mini Bus - - Mini Bus 2 -
Van - 2 Van 9 -
Shared Auto 17 9 Shared Auto 37 3
Cars 57 70 Cars 727 37
Two Wheeler 63 70 Two Wheeler 773 43
Auto Rikshaw 34 17 Auto Rikshaw 50 17
Trucks - 8 Trucks 40 -
MAV - - MAV 3 -
LCV 7 18 LCV 72 4
Tractors 1 2 Tractors 7 4
Cycles 24 45 Cycles 120 22
Carts - - Carts - -
Cycle Rickshaw 4 33 Cycle Rickshaw 65 16
Total Vehicles 219 278 Total Vehicles 1,914 148
Total PCUs 230 337 Total PCUs 1,927 178
Towards Atul Katariya Chowk
Towards Fountain
Chowk
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Towards Baba Prakash Puri
Chowk
A-24
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Bhagat Singh Chowk: The three arm junction connects Palam Vihar, Railway Road and Sheetla
Mata Mandir Chowk. It is an uncontrolled intersection without pedestrian crossing. The peak
hour traffic is observed about 4000 PCU, from 3000 vehicles. Traffic movement along Palam
Vihar road and Sheetla Matha Mandir Marg are found high. Peak hour turning movement is
presented in Figure 1.12.
Figure 1.12 Peak Hour turning movement at Bhagat Singh Chowk
Classified Turning Volume Count Survey
Location:Baba Prakash Puri Chowk
Date:5/6/2008 Peak Hour
17.45-
18.45
Peak Hour Volume
(Nos.)3047
FromPeak Volume in
PCU3733
Palam Vihar
Standard Bus 13 1
Mini Bus - -
Van 19 19
Shared Auto 34 22
Cars 179 65
Two Wheeler 157 79
Auto Rikshaw 26 26
Trucks 22 7
MAV 3 3
LCV 32 13
Tractors 10 5
Cycles 50 25
Carts 1 1
Cycle Rickshaw 47 37
Total Vehicles 591 301
Total PCUs 722 390
From From
Railway RoadSheetla Matha
Mandir
Standard Bus 9 10 Standard Bus 8 15
Mini Bus 4 4 Mini Bus 2 2
Van 8 5 Van 1 3
Shared Auto 21 17 Shared Auto 13 12
Cars 123 93 Cars 167 151
Two Wheeler 150 92 Two Wheeler 272 178
Auto Rikshaw 104 80 Auto Rikshaw 97 11
Trucks 2 4 Trucks 1 26
MAV - - MAV 1 3
LCV 6 5 LCV 9 7
Tractors 4 5 Tractors 5 9
Cycles 86 52 Cycles 45 20
Carts - - Carts - -
Cycle Rickshaw 94 51 Cycle Rickshaw 56 26
Total Vehicles 609 416 Total Vehicles 673 459
Total PCUs 767 544 Total PCUs 774 537
Towards Sheetla Matha Mandir
Towards Railway Road
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Towards Palam Vihar
A-25
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Rajiv Gandhi Chowk: The four arm junction on Sohna road across NH8 expressway connects
Gurgaon and Sohna. It is a manually controlled intersection with no signals. The junction
caters to heavy traffic as it acts as the entry point of Gurgaon from Sohna side and a major
access to the NH8 expressway. Hence both the straight and turning movements are critical.
The peak hour traffic is observed about 11, 600 PCU from about 8500 vehicles between 9.00 am
and 10.00 am. Bus and truck movement at the junction is found high.
Figure 1.13 Peak Hour turning movement at Rajiv Gandhi Chowk
Classified Turning Volume Count Survey Peak Hour
Location: Rajiv Gandhi ChowkPeak Hour Volume
(Nos.)
Date: 4/6/2008 Peak Volume in PCU
From From
Hero Honda Chowk
Standard Bus 33 1 0 Standard Bus 0 46 76
Mini Bus 10 0 0 Mini Bus 0 23 25
Van 6 3 48 Van 0 218 49
Shared Auto 27 9 17 Shared Auto 0 256 72
Cars 458 60 98 Cars 327 494 95
Two Wheeler 523 59 106 Two Wheeler 288 356 107
Auto Rikshaw 92 14 151 Auto Rikshaw 57 244 79
Trucks 8 30 2 Trucks 4 70 30
MAV 0 22 0 MAV 5 44 23
LCV 19 45 0 LCV 28 174 21
Tractors 1 13 3 Tractors 2 98 30
Cycles 1 5 91 Cycles 51 89 12
Carts 0 0 0 Carts 2 43 15
Cycle Rickshaw 5 5 0 Cycle Rickshaw 19 18 17
Total Vehicles 1183 266 516 Total Vehicles 783 2173 651
Total PCU 1240 436 614 Total PCU 795 3238 1107
Towards Hero Honda Chowk Towards Rao Tula Ram Chowk
NH 8 NH 8
From From
Standard Bus 121 26 6 Standard Bus 0 10 36
Mini Bus 43 15 6 Mini Bus 0 0 8
Van 47 16 4 Van 0 0 5
Shared Auto 75 21 6 Shared Auto 0 2 25
Cars 122 45 20 Cars 327 177 248
Two Wheeler 71 42 78 Two Wheeler 288 173 215
Auto Rikshaw 72 30 12 Auto Rikshaw 57 7 57
Trucks 31 24 5 Trucks 4 17 9
MAV 23 17 5 MAV 5 0 3
LCV 31 8 7 LCV 28 10 21
Tractors 23 27 12 Tractors 2 7 6
Cycles 17 34 24 Cycles 51 19 5
Carts 20 5 11 Carts 2 0 0
Cycle Rickshaw 37 28 14 Cycle Rickshaw 19 6 9
Total Vehicles 733 338 210 Total Vehicles 783 428 647
Total PCU 1263 594 289 Total PCU 795 446 775
Towards
Sohna
9.00-10.00
8711
11594
Nehru Stadium
Towards Nehru
Stadium
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Rao Tula Ram
ChowkSohna
A-26
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sukhrali Chowk: The four arm junction on Mehrauli- Gurgaon road connecting four major
junctions such as, Lt. Atul Katariya Chowk, Fountain Chowk, IFFCO Chowk and Rao Tula Ram
Chowk. It is an uncontrolled intersection with no signals and carrying heavy traffic throughout
the day. The peak hour traffic is observed between 7.00 pm and 8.00 pm with about 11,400
PCU, constituted by about 9300 vehicles. At this junction all movements are found high. Peak
hour traffic details are presented in Figure 1.14.
Figure 1.14 Peak Hour turning movement at Sukhrali Chowk
Classified Turning Volume Count Survey Peak Hour
Location: Sukhrali ChowkPeak Hour Volume
(Nos.)
Date: 5/6/2008Peak Hour Volume in
PCU
From From
Fountain Chowk
Standard Bus 2 15 99 Standard Bus 66 5 8
Mini Bus 3 0 22 Mini Bus 0 3 7
Van 0 19 9 Van 7 10 25
Shared Auto 3 24 0 Shared Auto 35 4 31
Cars 85 556 255 Cars 329 213 267
Two Wheeler 88 338 220 Two Wheeler 337 135 226
Auto Rikshaw 8 4 40 Auto Rikshaw 275 19 63
Trucks 0 4 0 Trucks 3 24 15
MAV 0 0 15 MAV 0 11 4
LCV 2 24 0 LCV 21 29 18
Tractors 3 0 3 Tractors 7 11 10
Cycles 66 19 33 Cycles 289 8 65
Carts 0 0 0 Carts 0 0 0
Cycle Rickshaw 35 14 10 Cycle Rickshaw 191 7 37
Total Vehicles 295 1017 706 Total Vehicles 1560 479 776
Total PCU 293 996 865 Total PCU 1916 584 892
Towards Fountain Chowk Towards IFFCO Chowk
From From
Standard Bus 67 54 1 Standard Bus 9 4 21
Mini Bus 4 27 4 Mini Bus 2 0 11
Van 43 44 11 Van 12 8 15
Shared Auto 0 22 70 Shared Auto 0 2 6
Cars 686 146 255 Cars 337 17 145
Two Wheeler 346 112 259 Two Wheeler 280 25 120
Auto Rikshaw 26 21 93 Auto Rikshaw 177 2 98
Trucks 155 12 8 Trucks 4 2 3
MAV 37 0 0 MAV 0 1 9
LCV 74 29 17 LCV 18 6 7
Tractors 104 19 15 Tractors 3 5 1
Cycles 32 12 61 Cycles 10 15 58
Carts 0 0 0 Carts 0 0 11
Cycle Rickshaw 37 15 26 Cycle Rickshaw 13 2 63
Total Vehicles 1611 513 820 Total Vehicles 865 89 568
Total PCU 2289 697 972 Total PCU 1012 107 748
Towards Rao
Tula Ram
Chowk
19.00-20.00
9299
11371
Lt. Atul Katariya
Chowk
Towards Lt. Atul
Katariya Chowk
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
IFFCO ChowkRao Tula Ram
Chowk
A-27
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The three arm junction connects IFFCO Chowk, Atlas Chowk and Moulsari Avenue. It is the
main access to DLF city phase III from NH8 (Delhi side), hence with heavy traffic during peak
hours. It is an uncontrolled intersection. Pedestrian crossing is very high at this junction, but no
facilities available for safe crossing. Turning count conducted at this junction indicated that
maximum hourly traffic using the junction is about 10,100 PCU occurred between 6.30 pm and
7.30 pm. Share of car in the traffic stream is found very high due to the location of IT/BPO
offices in the DLF area. The turning movement from/to DLF Phase III side (Moulsari Avenue
arm) is found very high. Peak hour traffic details are presented in Figure 1.15.
Figure 1.15 Peak Hour turning movement at Shankar Chowk
Classified Turning Volume Count Survey
Location: Shankar Chowk
Date: 27/06/08Peak Hour
18.30-
19.30
Peak Hour
Volume (Nos.)10074
FromPeak hour
Volume in PCU10069
IFFCO Chowk
Standard Bus 133 21
Mini Bus 20 1
Van 29 33
Shared Auto 42 31
Cars 768 363
Two Wheeler 203 292
Auto Rikshaw 14 31
Trucks 3 -
MAV - -
LCV 29 -
Tractors 1 -
Cycles 7 23
Carts - -
Cycle Rickshaw 3 29
Total Vehicles 1,252 824
Total PCUs 1,399 804
NH8 NH8
From From
Moulsari Avenue Atlas Chowk
Standard Bus 9 29 Standard Bus 65 26
Mini Bus 8 11 Mini Bus 7 -
Van 23 4 Van 51 39
Shared Auto 6 21 Shared Auto 63 -
Cars 616 1,360 Cars 634 2,410
Two Wheeler 236 1,315 Two Wheeler 364 270
Auto Rikshaw 3 36 Auto Rikshaw 16 17
Trucks 27 16 Trucks 1 26
MAV - - MAV 3 3
LCV - - LCV 21 -
Tractors - 10 Tractors - 1
Cycles 19 79 Cycles 12 3
Carts - - Carts - 25
Cycle Rickshaw 30 49 Cycle Rickshaw 10 24
Total Vehicles 977 2,930 Total Vehicles 1,247 2,844
Total PCUs 986 2,704 Total PCUs 1,275 2,902
Towards Atlas Chowk
Towards Moulsari
Avenue
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
Towards IFFCO Chowk
A-28
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
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 1.16.
Figure 1.16 Peak Hour turning movement at Bhaktavar Singh Chowk
Classified Turning Volume Count Survey Peak Hour
Location: Subash ChowkPeak Hour Volume
(Nos.)
Date: 9/6/2008 Peak Volume in PCU
From From
Sohna side
Standard Bus 1 0 0 Standard Bus 0 6 0
Mini Bus 0 10 0 Mini Bus 0 11 0
Van 4 13 0 Van 5 0 0
Shared Auto 10 6 0 Shared Auto 2 10 6
Cars 77 83 36 Cars 50 361 9
Two Wheeler 55 59 32 Two Wheeler 69 264 12
Auto Rikshaw 4 8 0 Auto Rikshaw 0 77 0
Trucks 13 11 8 Trucks 1 62 1
MAV 5 2 0 MAV 6 24 1
LCV 13 9 14 LCV 8 43 1
Tractors 0 5 1 Tractors 2 17 1
Cycles 1 0 13 Cycles 14 15 0
Carts 0 0 0 Carts 0 10 0
Cycle Rickshaw 0 1 4 Cycle Rickshaw 4 9 0
Total Vehicles 183 207 108 Total Vehicles 161 909 31
Total PCU 220 250 114 Total PCU 170 1167 42
Towards Sohna Towards Unitech
From From
Standard Bus 5 0 0 Standard Bus 0 0 1
Mini Bus 1 0 0 Mini Bus 0 1 0
Van 0 3 0 Van 1 0 0
Shared Auto 0 2 11 Shared Auto 0 0 1
Cars 847 150 43 Cars 73 134 175
Two Wheeler 776 72 45 Two Wheeler 73 103 77
Auto Rikshaw 123 1 1 Auto Rikshaw 0 2 6
Trucks 85 7 4 Trucks 6 10 9
MAV 0 1 0 MAV 1 2 28
LCV 79 5 0 LCV 6 0 10
Tractors 38 2 2 Tractors 0 1 5
Cycles 0 0 3 Cycles 0 22 11
Carts 0 0 0 Carts 0 0 0
Cycle Rickshaw 4 0 0 Cycle Rickshaw 0 2 4
Total Vehicles 1958 243 109 Total Vehicles 160 277 327
Total PCU 2145 247 119 Total PCU 154 264 427
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
UnitechBindapur
Towards
Bindapur
10.15-11.15
4673
5319
Jarsa side
Towards Jarsa
A-29
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sikanderpur Chowk: This is a major four- arm junction on Mehrauli road. Two arms of the
junction are formed by Mehrauli road itself and other two arms by Faridabad road and
Vishwakarma road (Nathupur side). The junction is made one way for certain movements.
Vehicles are not allowed to enter the junction from Vishwakarma road and not permitted to
exit to Mehrauli side arm. The peak hour traffic is found about 8000 PCU, from 7500 vehicles.
The turning movement from Nathupur side is found very high due to the merging of two
movements, i.e.; From Vishwakarma road and IFFCO Chowk side. Peak hour traffic details are
presented in Figure 1.17.
Figure 1.17 Peak Hour turning movement at Sikanderpur Chowk
Classified Turning Volume Count Survey Peak Hour
Location: Sikanderpur ChowkPeak Hour Volume
(Nos.)
Date: 4/6/2008 Peak Volume in PCU
From From
IFFCO Chowk
Standard Bus 31 0 0 Standard Bus 16 0 0
Mini Bus 2 0 0 Mini Bus 4 0 0
Van 8 0 0 Van 31 0 0
Shared Auto 13 0 0 Shared Auto 29 0 0
Cars 927 0 0 Cars 1685 0 0
Two Wheeler 297 0 0 Two Wheeler 910 0 0
Auto Rikshaw 22 0 0 Auto Rikshaw 39 0 0
Trucks 4 0 0 Trucks 22 0 0
MAV 6 0 0 MAV 0 0 0
LCV 26 0 0 LCV 1 0 0
Tractors 9 0 0 Tractors 80 0 0
Cycles 6 0 0 Cycles 47 0 0
Carts 0 0 0 Carts 26 0 0
Cycle Rickshaw 19 0 0 Cycle Rickshaw 154 0 0
Total Vehicles 1370 0 0 Total Vehicles 3044 0 0
Total PCU 1445 0 0 Total PCU 3324 0 0
Towards IFFCO Chowk Towards Mehrauli
From From
Standard Bus 0 0 12 Standard Bus 0 0 7
Mini Bus 0 0 9 Mini Bus 0 0 2
Van 0 2 29 Van 0 5 21
Shared Auto 0 3 37 Shared Auto 0 0 18
Cars 0 145 862 Cars 0 74 380
Two Wheeler 0 131 314 Two Wheeler 0 28 263
Auto Rikshaw 0 0 15 Auto Rikshaw 0 0 10
Trucks 0 0 24 Trucks 0 1 6
MAV 0 0 0 MAV 0 0 0
LCV 0 0 3 LCV 0 0 19
Tractors 0 1 9 Tractors 0 1 2
Cycles 0 103 182 Cycles 0 10 17
Carts 0 0 0 Carts 0 0 0
Cycle Rickshaw 0 91 175 Cycle Rickshaw 0 9 22
Total Vehicles 0 476 1671 Total Vehicles 0 128 767
Total PCU 0 478 1786 Total PCU 0 128 771
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
MehrauliFaridabad
Towards
Faridabad
18.00-19.00
7456
7933
Nathupur
Towards
Nathupur
A-30
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
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 1.18.
Figure 1.18 Peak Hour turning movement at NH8- Manesar Industrial Estate Road Chowk
Classified Turning Volume Count Survey
Location: IMT Chowk on NH 8
Date: 9/6/2008Peak Hour
17.45-
18.45
Peak Hour Volume
(Nos.)7488
FromPeak Volume in
PCU13977
Delhi
Standard Bus 35 44
Mini Bus 21 5
Van 6 -
Shared Auto 59 84
Cars 280 218
Two Wheeler 204 138
Auto Rikshaw 35 120
Trucks 97 70
MAV 85 74
LCV 85 80
Tractors 30 13
Cycles 5 2
Carts 1 -
Cycle Rickshaw - 3
Total Vehicles 943 851
Total PCUs 1,813 1,682
From From
Industrial Estate Jaipur
Standard Bus 87 13 Standard Bus 234 4
Mini Bus 15 11 Mini Bus 24 -
Van 36 54 Van 18 9
Shared Auto 50 155 Shared Auto 72 20
Cars 381 368 Cars 584 140
Two Wheeler 296 317 Two Wheeler 469 149
Auto Rikshaw 90 179 Auto Rikshaw 114 33
Trucks 85 186 Trucks 240 8
MAV 52 87 MAV 282 10
LCV 120 143 LCV 190 55
Tractors 13 47 Tractors 68 9
Cycles 3 155 Cycles 5 5
Carts - - Carts - -
Cycle Rickshaw 9 - Cycle Rickshaw - -
Total Vehicles 1,237 1,715 Total Vehicles 2,300 442
Total PCUs 2,019 3,032 Total PCUs 4,829 603
Towards JaipurTowards Delhi
Towards Industrial
Estate
Intergrated Mobility Plan for Gurgaon-Manesar Urban Complex
A-31
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
1.9 Speed and Delay Surveys
The survey has been conducted using moving car observer method during peak and off- peak
hours. The results observed during peak hours are presented in Table 1.13. Following
observations could be made from the survey.
Average journey speed observed on roads in the study area (excluding the expressway)
is about 23 kmph, while average running speed is about 25 kmph.
Minimum journey speed is recorded on Railway Station road i.e.; 14 kmph during peak
hours.
The delays on traffic flow are mainly due to Junction delay, un- controlled pedestrian
movement, improper location of bus stops, bad road condition etc.
The results corresponding to off-peak hours is Presented in Table 1.14. The journey speed and
running speed during off-peak hours is 27 kmph and 30 kmph respectively.
Table 1.13 Speeds along Roads in the Study area during peak hours
Sl. No.
Road Name From To Distan
ce (Kms.)
Running Speed (KMPH)
Journey Speed (KMPH)
Delay in Min.
Remarks
1 NH 8 Atlas Chowk Rao Tula Ram Chowk
5.2 62.0 62.0
Rao Tula Ram Chowk
Rajiv Gandhi Chowk
4.9 60.6 60.6
Rajiv Gandhi Chowk
Hero Honda Chowk
3 64.0 64.0
Hero Honda Chowk
Manesar Chowk
11 62.0 56.0 1.1 Toll plaza
2 Mehrauli- Gurgaon Road
Fountain Chowk
IFFCO Chowk 4.0 22.0 17.0 3.2
Junction delay at IFFCO CHOWK and Fountain Chowk and bus stops
IFFCO Chowk The Bristol Chowk
1.8 19.5 18.0 0.5
Traffic regulation due to Metro construction , Heavy pedestrian movement along the road
The Bristol Chowk
Nathupur Road Chowk
1.2 23 23 0.0
3 Gurgaon- Faridabad Road
The Bristol Chowk
Haryana Border
2.5 28 24 0.9
Commercial activities along the road & parking of vehicles along the road
A-32
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sl. No.
Road Name From To Distan
ce (Kms.)
Running Speed (KMPH)
Journey Speed (KMPH)
Delay in Min.
Remarks
4 Old Gurgaon Road
Fountain Chowk
Atul Katariya Chowk
3 31 28 0.6
Markets, Junction delay and bus stops
Atul Katariya Chowk
Palam Vihar Road
3.2 34 29 1.0 Bad road condition, Pedestrian movement along the road, junction delay and bus stops
Palam Vihar Road
Kapar Shera 2.6 32 28 0.7
5 Basai Road Fountain Chowk
Basai Chowk 1.8 18.0 15.0 1.2
Junction delay, parking of vehicles near Fountain Chowk and bus stops
Basai Chowk Gurgaon Boundary
2.5 20 19 0.4
Poor road condition, 2L UD carriageway
6 Sohna Road Rajiv Gandhi Chowk
Islampur Police Station
2 30.5 30.0 0.1
2L UD carriageway and bus stops
7 Pataudi road Basai Chowk Gurgaon Boundary
4 23 20 1.6
Poor road condition, 2L UD carriageway
8 Khandsa road Sethi Chowk Up to Khandsa
4.5 29 24 1.9
Pedestrian crossing, vehicle parking near Sethi Chowk & Bad road condition
9 Railway road Railway station
HUDA Shopping Complex
2 16.5 14 1.3 Vehicle parking, pedestrian movement & commercial activities
HUDA Shopping Complex
Sethi Chowk 2.7 19.2 17 1.1
Sethi Chowk Rajiv Gandhi Chowk
1.7 22 20 0.5
10 New Railway road
HUDA Shopping Complex
Fountain Chowk
2 27 24 0.6
Parking of vehicles along the road
11 Sheetla Matha Mandir Marg 1.8 28 24 0.6 Pedestrian crossing
12 Lt. Atul Katariya Road 1.5 28 27 0.1 Pedestrian
A-33
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sl. No.
Road Name From To Distan
ce (Kms.)
Running Speed (KMPH)
Journey Speed (KMPH)
Delay in Min.
Remarks
crossing
13 Palam Vihar road 3.6 26 24 0.7 Bad road condition
14 Jharsa Road 2.6 23 22 0.3
Bad road condition & junction delay
15 Ch Bhaktavar Singh Road 1.8 24 24 0.0 Bad road condition due to construction activities happening on the sides of the roads.
16 Satpaul Mittal Road 1.2 25 25 0.0
17 Vikas Marg 2.8 25 24 0.3
18 Major Somnath road 4 26 25 0.4
19 DLF Golf Course Road 5.1 28 25 1.3
20 Arya Samaj road 3.5 25 24 0.4
Average Speed (KMPH) excluding expressway 25 23
Table 1.14 Speeds along Roads in the Study area during off-peak hours
Sl. No.
Road Name From To Distance (Kms.)
Running Speed (KMPH)
Journey Speed (KMPH)
1 NH 8 Atlas Chowk Rao Tula Ram Chowk
5.2 71.0 71.0
Rao Tula Ram Chowk
Rajiv Gandhi Chowk
4.9 65.0 65.0
Rajiv Gandhi Chowk
Hero Honda Chowk
3 67.0 67.0
Hero Honda Chowk
Manesar Chowk 11 63.0 61.0
2 Mehrauli- Gurgaon Road
Fountain Chowk IFFCO Chowk 4.0 24.0 18.0
IFFCO Chowk The Bristol Chowk
1.8 22.0 19.5
The Bristol Chowk
Nathupur Road Chowk
1.2 28 28
3 Gurgaon- Faridabad Road
The Bristol Chowk
Haryana Border 2.5 36 33
4 Old Gurgaon Road
Fountain Chowk Atul Katariya Chowk
3 39 37
Atul Katariya Chowk
Palam Vihar Road
3.2 38 34
Palam Vihar Road
Kapar Shera 2.6 34 30
5 Basai Road Fountain Chowk Basai Chowk 1.8 26.0 23.0
Basai Chowk Gurgaon Boundary
2.5 26 23
6 Sohna Road Rajiv Gandhi Chowk
Islampur Police Station
2 34.0 32.0
A-34
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sl. No.
Road Name From To Distance (Kms.)
Running Speed (KMPH)
Journey Speed (KMPH)
7 Pataudi road Basai Chowk Gurgaon Boundary
4 26 23
8 Khandsa road Sethi Chowk Up to Khandsa 4.5 33 29
9 Railway road Rly station HUDA Shopping Complex
2 27 24
HUDA Shopping Complex
Sethi Chowk 2.7 29 27
Sethi Chowk Rajiv Gandhi Chowk
1.7 31 27
10 New Railway road
HUDA Shopping Complex
Fountain Chowk 2 31 28
11 Sheetla Matha Mandir Marg 1.8 28 23
12 Lt. Atul Katariya Road 1.5 30 27
13 Palam Vihar road 3.6 22 21
14 Jharsa Road 2.6 23 20
15 Ch Bhaktavar Singh Road 1.8 24 24
16 Satpaul Mittal Road 1.2 22 22
17 Vikas Marg 2.8 23 23
18 Major Somnath road 4 28 28
19 DLF Golf Course Road 5.1 30 30
18 Arya Samaj road
3.5 26 25
Average Speed (KMPH) excluding expressway 30 27
1.10 On- street Parking Surveys
Parking survey was conducted for a period of 12 hrs continuously at nine identified
locations/stretches. Survey data were analysed and the findings such as accumulation of
vehicles and duration of parking were worked out.
The Parking Car Equivalents (PCE) adopted for different vehicle types for the analysis are given
in Table 1.15.
Table 1.15 PCE Values Adopted for Various Vehicle Types
Sl. No. Vehicle Category PCE
1 Car 1.0
2 Two Wheelers 0.2
3 Bus 2.5
4 Trucks 2.5
5 LCV 1.75
6 Auto Rickshaws (IPT) 0.5
A-35
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Sl. No. Vehicle Category PCE
7 Cycle 0.1
(Source: Parking Requirement Study for Chennai Metropolitan Area, 2003)
The terms used are explained below.
Parking Accumulation: Number of vehicles parked in an area at any specific moment
constitutes the parking accumulation.
Hourly Variation: The data analysis indicates that the parking demand exists uniformly
through out the day with slightly higher demand during the evening period from 17.00 to 20.00.
The demand for parking begins at around 10.00 and lasted till 20.00 hours. Figure 1.19 shows
the hourly parking accumulation at all the locations.
Figure 1.19 Hourly-wise Parking Accumulation
The important parking characteristic of each location is presented in Table 1.16 All these road
stretches have significant parking alongside, reducing road capacity by utilizing the road space.
It is seen that parking is severe on MG road, near Cyber Park and Vishwakarma road.
Table 1.16 Parking Accumulations
No. Location Peak PCE
1 Cyber Park 126
2 near HUDA Shopping Complex 30
3 Fountain Chowk 54
4 Sethi Chowk 86
5 Railway Station road 25
6 Vishwakarma Road 80
7 New Railway road (near New Colony) 26
8 MG road 181
Parking Duration: Detailed analysis of the data has indicated that there is no significant
variation in terms of duration of parking at all locations except at Cyber Park, MG road and
Vishwakarma road. Cyber Park area comprises mainly offices, where long term parking is high.
On MG road and on Vishwakarma road, long term parkers are more due to the mixed land use
of offices and commercial. Other locations, short term parkers are high due to commercial
land use. Figure shows the duration of vehicles parked at all the survey locations.
0
100
200
300
400
500
600
8.0
0
8.3
0
9.0
0
9.3
0
10.0
0
10.3
0
11.0
0
11.3
0
12.0
0
12.3
0
13.0
0
13.3
0
14.0
0
14.3
0
15.0
0
15.3
0
16.0
0
16.3
0
17.0
0
17.3
0
18.0
0
18.3
0
19.0
0
19.3
0
Time
PC
E
A-36
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Figure 1.20 Parking Duration of Vehicles Parked
More than 80% of the vehicles are parked less than one hour. Short term parkers are more at
commercial areas. The percentage of parking duration at different locations is shown in Table
1.17.
Table 1.17 Location-wise Parking Durations of Vehicles Parked
Cyber Park
near HUDA Shopping Complex
Fountain Chowk
Sethi Chowk
Railway Station road
Vishwakarma Road
New Railway road (near
New Colony) MG road
Upto 0.5 Hour 30% 77% 82% 84% 69% 55% 85% 63%
0.5 - 1 Hours 10% 11% 16% 14% 18% 14% 8% 11%
1 - 2 Hours 4% 7% 2% 2% 4% 4% 4% 6%
2 - 3 Hours 1% 2% 0% 0% 4% 5% 2% 4%
> 3 Hours 55% 3% 0% 0% 5% 22% 1% 16%
Total number of parked vehicles during the count period is presented in Table 1.18. About
11,000 vehicles are observed parked on various locations in Gurgaon. LCV parking is observed
on Railway station road. Maximum parking is observed on MG road, accounts about 3600
vehicles in a day.
Table 1.18 Summaries of Parked Vehicles
No. Location Auto Car TW Bus LCV Total
1 Cyber Park 169 872 254 1295
2 near HUDA Shopping Complex 73 364 206 643
3 Fountain Chowk 551 615 281 1447
4 Sethi Chowk 454 278 676 1408
5 Railway Station road 89 108 238 9 444
6 Vishwakarma Road 558 1142 6 1706
7 New Railway road (near New Colony) 89 238 108 435
8 MG road 503 2146 908 4 3562
Total 2486 5763 2677 4 9 10940
0%
20%
40%
60%
80%
100%
%
Cy
be
r P
ark
n
ea
r H
UD
A
Sh
op
pin
g
Co
mp
lex
Fo
uta
in
Ch
ow
k
Se
thi C
ho
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Ra
ilw
ay
Sta
tio
n r
oa
d
Vis
hw
ak
arm
a
Ro
ad
Ne
w R
ailw
ay
roa
d (
ne
ar
Ne
w C
olo
ny
)
MG
ro
ad
Location
Upto 0.5 Hour 0.5 - 1 Hours 1 - 2 Hours 2 - 3 Hours > 3 Hours
A-37
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Composition of Parked Vehicles: The average composition of vehicles parked at all the
locations is shown in Figure 1.21. Cars shared the majority of the total vehicles parked, which
shared 53% of the total vehicles. Two wheelers and auto rickshaw shared 25% and 23%
respectively, buses and trucks shared a negligible share of the total vehicles parked.
Figure 1.21 Average Composition of Parked Vehicles
1.11 Off - Street Parking Surveys
Peak parking demand estimated at the off-street parking survey locations are presented in
Table 1.19. It is observed from the 12 hour count that the demand is almost equally
distributed throughout day time.
Table 1.19 Peak Parking Demand estimated at off- street parking survey locations
Sl. No. Location Car TW Cycles Auto
Rickshaw Van Bus Total PCE
1 Railway station 6 14 26 4 13
2 Near Power Grid 20 20 9 9 47
3 Near Mini Secretariat
33 29 3 2 42
4 Off-street of Vishwakarma road
44 51 4 55
1.12 Pedestrian Crossing Count Surveys
Objective of the Survey: The objective of the survey is to identify locations for safe pedestrian
crossing.
The survey locations are as follows:
1. IFFCO Chowk
2. Fountain Chowk
3. Sheetla Mata Mandir Chowk
4. Rajiv Chowk
Auto
22.73%
Car
52.68%
TW
24.47%
LCV
0.08%Bus
0.04%
A-38
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5. Sukhrali Chowk
6. Sethi Chowk
7. Near Bus stand
8. MG road near Sahara Mall
9. Prakash Puri Chowk
10. Shankar Chowk
11. Vishwakarma Chowk
The locations are presented in Figure 1.22.
Output: Peak hour pedestrian crossing at all locations.
Figure 1.22 Pedestrian Crossing count locations
1.13 Pedestrian Count Along the road
Pedestrian count along the road has been carried out at 9 locations in the study area. Summary
of the count details are presented in Table 1.20. Bus stand road, Sardar Bazaar road,
Vishwakarma road and MG road are the locations with high pedestrian movement. The survey
has been carried out on a working day; the numbers will be much higher on weekends,
especially on MG road and Vishwakarma road.
A-39
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Table 1.20 Peak Pedestrian Count along the roads
Sl. No. Location Peak Hour Peak Volume
1 Sardar Bazaar Road (near Fountain Chowk)
18.45-19.45 1312
2 In front of Gurgaon Bus stand 9.00-10.00 1755
3 Old Gurgaon Road 17.45-18.45 999
4 MG Road (B/w Faridabad road and Nathapur Road)
8.00-9.00 1089
5 MG Road (B/w Faridabad & IFFCO Chowk)
8.00-9.00 911
6 Mata Mandir Road 8.15-9.15 796
7 Sohna Road ( near Sethi Chowk 11.30-12.30 776
8 Vishwakarma Road 18.45-19.45 1120
9 Khandsa Road 18.45-19.45 961
1.14 Pedestrian Count Across the road
Peak hour pedestrian crossing (both directions) at the selected eleven locations is presented in
Table 1.21. IFFCO Chowk, Rajeev Chowk, Sethi Chowk and road in front of bus stand are the
locations with high pedestrian crossing across the road.
Table 1.21 Peak Pedestrian crossings across the roads
Sl. No Location Name Peak Hour Peak Hour Count (Both directions)
1 IFFCO Chowk 18.00-19.00 1706
2 Fountain Chowk 8.00-9.00 693
3 Sheetla Mata Mandir Chowk 9.15-10.15 294
4 Rajiv Chowk 18.00-19.00 1115
5 Sukhrali Chowk 18.15-19.15 999
6 Sethi Chowk 18.45-19.45 1115
7 Near Bus stand 18.00-19.00 1002
8 Vishwakarma road 9.00-10.00 590
9 Prakash Puri Chowk 8.15-9.15 988
10 Shankar Chowk 10.15-11.15 695
11 MG road 8.00-9.00 856
1.15 Household Travel Surveys
Objective of the Survey: The house hold survey provides data for describing the travel patterns
in the study area and travel preferences of its residents. This provides data to support the core
parts of the travel demand forecasting model.
The scope of the surveys includes:
A-40
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
To cover a sample size 3000 households in the study area
Collection of data on socio-economic characteristics, household members and their
travel diary.
Conduct of the Survey: The survey questionnaire comprises of three sections, a) Socio-
economic datasheet, b) Household member characteristic datasheet, and c) the travel diary of
each individual member of the household. The travel diary section requests information for all
trips made by each person in the household for the previous day. This information includes the
time of the trip, the trip purpose, the address of the trip starting, ending place and the mode
of travel. While the interviewers have been trained in the details of how to collect the survey
data, the forms are designed to be self-explanatory and to minimize the chances of miscoding
or omitting data.
Sampling Technique: Samples were collected from the designated traffic analysis zones in the
study area using stratified random sampling technique. The samples cover all types of income
groups including LIGs. The survey covered all the wards of municipal council of Gurgaon and all
other villages/ areas located in the Gurgaon- Manesar Urban complex. The samples covered
from each ward/zone have been presented in the Annexure in the Inception report.
Data Analysis: The household travel survey sample data thus collected were expanded to
represent the entire population. Corrections for non-response has been developed based on the
data on the number of contacts needed to generate a household response.
The household survey has been used to estimate mode splits and mode choice model
parameters. The trip diary information provides descriptive information about current mode
choices. Combined with network information about available mode options, this information
can also be used as “revealed preference” data to estimate parameters of a mode choice
model.
Various findings are as follows.
Household Size: The distribution of household size is presented in Table 1.22 and in Figure
1.23. The average household size observed is 3.81.
Table 1.22 Distribution of Household size
Household Size Percentage
1 10
2 14
3 22
4 25
5 17
>5 13
A-41
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Figure 1.23 Distribution of Household size
Household Income: The distribution of monthly household income is presented in Table 1.23
and in Figure 1.24. The average monthly household income is observed as Rs. 11,000/.
Table 1.23 Distribution of Average Household Income
Household Income /Month (Rs.) Percentage
<2000 0.3%
2000 to 5000 16.0%
5000 to 10000 41.5%
10000 to 15000 21.1%
15000 to 25000 17.5%
25000 to 35000 3.2%
>35000 0.4%
Figure 1.24 Distribution of Monthly Household Income
0%
5%
10%
15%
20%
25%
30%
1 2 3 4 5 >5
Household Size
Ho
use h
old
(%
)
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
<2000
2000 to
5000
5000 to
10000
10000 to
15000
15000 to
25000
25000 to
35000
>35000
Household Income
Ho
useh
old
(%
)
A-42
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Vehicle Ownership: Average vehicle ownership is presented in Table 1.24.
Table 1.24 Average Vehicle Ownership
Vehicle Type Ownership
Car 0.24
TW 0.41
Cycle 0.15
Total 0.81
Total Mode Share: Mode share including NMT is shown in Table 1.25.
Table 1.25 Mode Share Observed (All modes)
Mode Mode share (Percentage)
Walk 23
Pedal cycle 8
Cycle Rickshaw 2
Scooter/MC 30
Car/van/jeep 21
Auto 9
STU/Private bus 7
Motorised Mode Share (%) is presented in Table 1.26.
Table 1.26 Motorised mode share
Mode Mode share (%)
Scooter/MC 45
Car/van/jeep 31
Auto 13
STU/Private bus 11
Average Trip Length: Average trip length for all modes is observed from HHI is 7.1 Kms.
Table 1.27 Average Trip Length
Mode Trip length (Kms)
Walk 2
Pedal cycle 3
Cycle Rickshaw 3
Scooter/MC 9
Car/van/jeep 10
Auto 7
Taxi 6
STU/Private bus 16
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Figure 1.25 Mode-wise Trip Length
Trip Length Frequency Distribution: Trip length frequency distribution is presented in Figure 1.26.
Figure 1.26 (a) Trip length frequency distribution
Figure 1.26 (b) Trip length frequency distribution by time
0
2
4
6
8
10
12
14
16
18
Walk
Pedal c
ycle
Cycle
Ric
kshaw
Scoote
r/M
C
Car/
van/je
ep
Auto
Taxi
ST
U/P
rivate
bus
Mode Of Travel
Avera
ge T
rip
len
gth
(km
)
Trip length frequency distribution
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
0
0-2
2-4
4-6
6-8
8-1
0
10-1
2
12-1
4
14-1
6
16-1
8
18-2
0
20-2
2
22-2
4
24-2
6
26-2
8
28-3
0
Above 3
0
Trip length (km)
Tri
ps (
No
s)
TLFD by time
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
0 3 9 15 21 27 33 39 45 51 57 63 69 75 81 87
Time (in Minutes)
Tri
ps (
No
s)
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Purpose of Trip: Average trip purpose observed is as given in Table 1.28.
Table 1.28 Average trip purpose
Purpose Of Trip Percentage
Work 63
Education 8
Business 12
Social / Recreation 9
Personal & others 8
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Support Document of IMP:
Part- 2
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
2. Development Plan for GMUC- 2021
The distribution of proposed land use is illustrated Table 2.1 & Figure 2.1.
Table 2.1 Proposed Land Use Distributions for GMUC (2021)
Land Use Category Area (excluding New Towns)
Distribution
Ha %
Residential 14,930 40.33
Commercial 1,404 3.79
Industrial 5,441 14.70
Traffic and Communication 4,231 11.43
Public Utilities 564 1.52
Public and Semi Public Use(
Institutional)
1,630 4.40
Open spaces 2,675 7.23
Special Zone 106 0.29
Defense Land 633 1.71
SEZ 4,570 12.35
Existing Town 406 1.10
Village Abadies 428 1.16
Total 37,018 100.00
Source: Development Plan for GMUC (2021)
Figure 2.1 Land Use Distribution (2021)
Residential: In order to cater the estimated population of 43 Lakh, an area of 14,930 hectares
has been reserved for residential purpose. The Haryana Urban Development Authority and
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
licensed colonizers have already developed residential area of 8,000 hectors in various
residential sectors. The aforesaid residential areas developed in public and private sector can
accommodate a population of 20 Lakh. The existing town and village’s abadies falling within
the urbansable area also accommodate a population of 2 Lakh. The additional residential area
proposed in the development plan would cater to the balance residential demand of the 20
lakhs. The residential areas proposed in the Development Plan is being developed on neighbor-
hood concept by making provision of all communities’ facilities and services within the sectors
on a planned average net residential density of 200 persons per hectare.
Commercial: The area reserved for the commercial activity is around 1,404 hectors in the
development plan. Out of which Haryana Urban Development Authority has developed 480
hectors of land. The new commercial areas propose in the Development Plan shall be
developed in the form of big commercial malls and corporate commercial complexes. In
addition, the commercial belts with a width of 200 meters have also been provided along
selected roads.
Industrial: The demand for developed industrial plots/ land in Gurgaon-Manesar Urban
Complex is increasing day by day. In order to cope with the demand of software industries,
Auto mobile industries and other pollution free high tech industries; an area of 5,441 hector
has been reserved for industrial use. The Haryana State Industrial Development Corporation
and Haryana Urban Development Authority have already developed an area of 1,246 hectares in
the said complex. The new industrial areas have been proposed along express highway adjacent
to IMT Manesar.
Transport and Communication: The new road links between Delhi Metropolitan City and said
Complex have been proposed as mentioned bellow
90 meter wide road link between Vasanth Kunj in Delhi to Mehrauli road in Gurgaon.
90 meter wide road link from Andheria Mor in Delhi to Gurgaon – Faridabad road in
Gurgaon through Mandi and Gwal Pahari.
150 meter wide road link between Dwraka residential complex of Delhi to Palam Vihar
of Gurgaon.
150m wide northern peripheral road
90m wide southern peripheral road.
Extension of DMRC metro lines (1) Sushant Lok Phase I and (2) Dwaraka line to Manesar
and upto the KMP corridor.
In the new urbanisable area, the width of the roads, have been proposed as 75 meters and 60
meters. Haryana Urban Development Authority has already developed an Auto Market in sector
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
10 in an area of 16 hectares. A Transport Nagar has also been developed by HUDA, in an area of
28 hectors in Sector 33. A Transport Nagar and container depot have been proposed adjoining
the Delhi – Rewari Railway Line.
A “Mass Rapid Transit System Corridor” along the 150 m wide northern link to Delhi extending
from “ Dwaraka” in Delhi has been proposed in the Final Development plan 2021, extending up
to inter State Bus Terminal Proposed near village Kherki Daula. The area shown under inter
State Bus Terminal is approximately 400 acres, which can be very appropriately used for inter
State Bus Terminal – cum – Mass Rapid Transit System Depot. Another MRTS Corridor has been
proposed along Mehrauli Road, 60 meters road of sector 28 – 29, the same is proposed to be
extended upto the 90 meters link road (proposed to Delhi via, Gwal Pahari), and then further
along the side 90 meters road upto the Inter State Bus Terminal, thereby completing the “MRTS
Loop” and then extending then onwards to Manesar.
Public Utilities: An area of approximately 564 hectares has been proposed for public utilities in
sectors 100, 101 and 107 to meet out the future need of the proposed population.
Public and Semi-Public: In order to cater the institutional demand of 43 Lakh population, an
area of 1,630 hectares has been proposed for public and semi public uses out of which an area
of 135 hectares have already been developed by HUDA.
Open Space: A 900 – meter wide strip of land around the ammunition Depot has to be kept
free from urbanization under the provision of the works of Defense Act, 1903 (Act 7 of 1903).
Provision of green belts along Delhi-Jaipur Highway, Railway line and Badshahppur Nallah has
also been made o meet any eventually of their possible widening in future. Large open spaces
have been proposed near village Basai, Dhanwapur, Medawas and following greens in other
residential areas.
Special Zone: Special Zone shall include recreation and entertainment, Commercial, Group
Housing and Institutional uses.
Agricultural Zone: A sizeable area has been reserved as agricultural zone. This zone however
will not eliminate the essential building development within this area such as the extension of
existing villages, contiguous to Abadi Del, if undertaken under a project approved or sponsored
by government and other ancillary and allied facilities necessary for the maintenance and
improvement of the area as an agricultural area.
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Support Document of IMP:
Part - 3
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3. List of Proposed Special Economic Zones in Gurgaon District
List of Special Economic Zones notified after coming into force of the SEZ Act as on 11th August 2008
S.No. Name of the Developer
Location State Type Area (hectares)
Notification number and Date
1 Uppal Developer Private Limited
Gurgaon, Haryana HR Multi
servcies 106.3101
680(E) dt. 31st Aug'06
2 DLF Limited Gurgaon, Haryana HR IT/ITES 12.06 2070(E) dt. 6th Dec.'06
3 M/s DLF Cyber City Developers Ltd.
Gurgaon, Haryana HR IT/ITES 10.73 580(E) dt. 13th April'07
4 M/s. Orient Craft Infrastructure Ltd.
Gurgaon, Haryana HR Textiles 114.8318 578(E) dt. 13th April'07
5 Dr. Fresh health Pvt.Ltd
Gurgoan Haryana HR IT / ITES 23.429 593(E) dt. 13th April'07
6 Selecto systems pvt. Ltd
Main Mathura Road Faridabad Haryana
HR IT / ITES 3.34 589(E) dt. 13th April'07
7 Luxor Cyber City Pvt. Ltd.
Gurgaon, Haryana HR IT/ITES 27.07845 680(E) dt. 13th April'07
8 Parsvnath SEZ Limited Gurgaon, Haryana HR IT/ITES 42.7045 dt. 23rd August, 07
9 Suncity Haryana SEZ Developers Pvt. Ltd.
Jhund Sarai and Bhangrola villages, Gurgaon, Haryana
HR IT 67.64 dt. 18th October, 07
10 Metro Valley Business Park Private Limited
Gurgaon-Faridabad Road, Opp. Ansals Valley View Apartments, Gurgaon, Haryana
HR IT 10.393 Dt. 6th November 2007
11 Reliance Haryana SEZ Limited
Villages Mohammadpur Jharsa, Narishpur, Garouli Khurd and Harsau, Haryana
HR Multi
Services 439.66
Dt.14th November 07
12 GHI Finlease and Investment Ltd.
Village Bhondsi, Tehsil-Sohna, Gurgaon, Haryana
HR IT/ITES 12.936 Dt.3rd December 07
13 Gurgaon Infospace Ltd. Village Dundahera, District Gurgaon, Haryana
HR IT/ITES 11.2021 Dt. 3rd December 07
14 Canton Buildwell Pvt. Ltd.
Village Gwal Pahari, Tehsil Sohna, District-Gurgaon, Haryana
HR IT/ITES 10.1627 Dt.17th December, 07
15 Unitech Realty Projects Ltd.
Village Tikri, Tehsil and District Gurgaon, Haryana
HR IT/ITES 10.041 Dt.9th January, 2008
16 Raheja Haryana SEZ Developers Pvt. Ltd.
Villages Hamirpur, Khetawas, Wazirpur, Saidpur, District, Gurgaon, Haryana
HR Engineering 103.0154 Dt.10th March, 08
17 Ascendant Estates Private Limited
Bondsi, Tehsil, Sohna, District Gurgaon, Haryana
HR IT/ITES 12.5975 2nd May, 2008
18 Ansal SEZ Projects Limited
Badshapur Village (District Gurgaon), Gurgaon-Sohna Road, Haryana
HR IT/ITES 10.8815 Dt. 15th May, 2008
19 Ansal Kamdhenu Engineering SEZ Limited
Village Bhagan, Tehsil-ganaur(Sonepat) and Village Kurar Ibrahimpur, Tehsil-Sonepat on National Highway, Haryana
HR Enginering 101.24 Dt.7th July 08
20 Perpetual Infracon Private Limited
Sector-81, Villages Budena & Faridabad, District Faridabad, Haryana
HR IT/ITES 21.695 Dt.14th July 08
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Part - 4
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4. Proposed major employment centers in GMUC
IMT Manesar: Industrial Modal Township Manesar has developed by Haryana State Industrial
Infrastructure Development Corporation (HSIIDC). HSIIDC divided industrial area into seven
sectors in which first sector is belongs to residential development, second sector belongs to
commercial and rest of other sectors belongs to industrial development. In the CMP report the
industrial area is divided into five zones starts from 121 to 125. The estimated present and
future employment is shown as bellow.
Zones Population Employment Population Employment Population Employment
2011 2021 2031
121 2,164 16,648 2,662 19,978 3,031 24,773
122 1,875 17,790 2,034 21,348 2,151 26,472
123 2,283 45,414 2,924 54,497 3,397 67,576
124 2,160 35,515 2,654 42,618 3,019 52,846
125 2,756 2,000 3,954 3,900 4,839 4,836
Rheja Engineering SEZ : The project is spread over 268 acres approx. (104 hectares) at most
premium location in Gurgaon adjoining Manesar & very near to International Airport abetting
Freight Corridor and KMP Global Corridor which is strategic location close to the capital of
India. The estimated employment is illustrated below.
Zones Population Employment Population Employment Population Employment
2011 2021 2031
117 20,531 25,488 220,280 29,151 273,147
DLF Cyber SEZ: The modern and well planned work spaces of Buildings lend a distinctive
appeal to this aesthetically designed architectural wonder. Spread over 26 million Sq. ft approx
sellable area, the building has four interconnected blocks, each block offering an intelligent
IT/ITES SEZ workplace to new age professionals. Benchmarked to global standards, the smartly
designed work spaces will be instrumental in transforming your work life to a considerable
extent. The time schedule to complete the DLF Cyber SEZ will be around 2011 and the
estimated employment as follows.
Zones Population Employment Population Employment Population Employment
Aggressive 2011 2021 2031
25 6,670 80,000 11,672 116,000 16,674 143,840
136 7,714 50,000 8,485 72,500 11,879 89,900
137 3,825 82,000 4,208 118,900 5,891 147,436
138 2,534 48,433 2,787 70,228 3,902 87,083
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Zones Population Employment Population Employment Population Employment
Moderate
25 2,670 40,000 11,672 58,000 16,674 71,920
136 7,714 25,000 8,485 36,250 11,879 44,950
137 3,825 41,000 4,208 59,450 5,891 73,718
138 2,534 24,217 2,787 35,114 3,902 43,542
IREO SEZ: The land is identified for ORION SEZ towards Faridabad Road with the extension of
area around 300 acres. It is purely IT/ ITES type of SEZ. The total estimated employment is
around 15,000 by 2011. This SEZ is considered in external zone towards south.
The expected population and employment projected under the two scenarios is presented
below.
SEZ Population Employment Population Employment Population Employment
2011 2021 2031
Aggressive Scenario
Reliance H SEZ* 19,778 88,112 227,636 2,011,888 303,515 2,313,671
DLF SEZ 121,406 210,000 182,109 700,000 242,812 805,000
Raheja Haryana
SEZ 30,351 15,000 45,527 50,000 60,703 57,500
Uppal SEZ 1,636 808 2,454 2,694 3,271 3,098
Emmar MGF 81,299 40,179 121,949 133,930 162,599 154,020
IREO SEZ** 21,626 201,399 24,870 231,609
Total 256,481 356,110 603,322 3,101,932 799,801 3,566,929
Moderate Scenario
Reliance H SEZ* 19,778 88,112 227,636 997,133 303,515 1,146,703
DLF SEZ 121,406 105,000 182,109 350,000 242,812 402,500
Raheja Haryana
SEZ 30,351 7,500 45,527 25,000 60,703 28,750
Uppal SEZ 1,636 404 2,454 1,347 3,271 1,549
Emmar MGF 81,299 20,090 121,949 66,965 162,599 77,010
IREO SEZ** 10,813 100,700 12,435 115,804
Total 254,470 221,106 590,488 1,541,145 785,335 1,772,316
Realistic Scenario
Reliance H SEZ* - - - - 91,054 314,292
DLF SEZ - - - - 72,844 105,000
Raheja Haryana
SEZ - - - - 18,211 7,902
Uppal SEZ - - - - 981 404
Emmar MGF - - - - 48,780 20,090
IREO SEZ** - - - - 91,054 314,292
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SEZ Population Employment Population Employment Population Employment
2011 2021 2031
Total - - - - 72,844 105,000
Source: Analysis
Note: * First phase development till 2011 population and employment is included in zone no
116
Note: ** Population and Employment is considered in external Zone.
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Part - 5
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5. Population and Employment Projection for Horizon Years
Various assumptions taken in the projection of population and employment is also presented
below.
5.1 Aggressive Scenario
In this scenario, the ultimate population is considered as projected in the Development Plan by
the Town and Country Planning Department and estimated population in 2021 is around 43
Lakh. The population projection for 2031 is estimated based on the growth rate adopted by the
National Capital Region Report during 2011 to 2021. The projected population for GMUC is
presented in Table 5.1.
While there is no estimations for employment in the Development Plan 2021, however, as per
the ‘Development Plan 2021’ the total area will be developed under industrial and special
economic zones is 10,011 hectors in GMUC. HUDA has already developed 1,246 hectors of
industrial area and DLF SEZ with private participation. It is estimated that around 13 Lakh
employment will be generated within GMUC by 2021.
Table 5.1 Projected Population and Employment under ‘Aggressive Scenario’
Year Projected
Population in GMUC
Projected Employment
in GMUC
Projected population
SEZs Adjacent to
GMUC
Projected Employment
SEZs Adjacent to
GMUC
Total Population
Total Employment
Nos.
2001* 416,681
2008** 1,664,600 624,521 1,664,600 624,521
2011** 2,637,932 1,207,005 234,693 265,987 2,872,624 1,472,992
2021*** 4,333,175 1,898,186 601,301 3,099,911 4,934,476 4,998,097
2031** 5,836,991 2,353,746 797,770 3,564,898 6,634,760 5,918,643
Note: *- census, **-Analysis, ***-Department of Town and Country Planning Projections Source: Development plan 2021 & Analysis
Assumption for Population Projection:
(i) Base year population (2008) is calculated based on the domestic electric connections
(Source from Haryana Electricity Department, in GMUC area) multiplied with the
average household size arrived by primary surveys.
(ii) As projected by DTCP, 43 Lakh considered for 2021;
(iii) 100 Percent of investments will be advent during 2008 to 2021;
(iv) Pace of developments will be getting reduced and Infrastructure saturation will be
reaching by 2021, so population growth will come down for subsequent decade;
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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) Present Employment estimated based on the primary and secondary data collation;
(vii) Commercial and industrial employment is estimated based on the Development Plan
for future;
(viii) Surrounding upcoming SEZs are considered with phase wise development with
regards to population and employment;
(ix) The major developments are envisaged during 2001 and 2021 and as a result, the
employment growth rate is expected to be proportionally high during this period;
(x) 15 Percent of SEZs area will be allocated for residential and for residential area 200
persons per hectors is adopted;
(xi) 50 percent of employees will be residing at GMUC and working at outside SEZs;
(xii) Workforce participation ratio is assumed around 45 during 2011 to 21 and it will slow
down to 40 percent during 2021 to 2031.
5.2 Moderate Scenario
As per the estimations of water supply through Western Yamuna Canal, groundwater
availability and water recycling opportunities, the future population is estimated around 37
lakhs in GMUC. The additional population will be expected from industrial developments in
Gurgaon Manesar Urban Complex and upcoming surrounding SEZs like Reliance, Raheja, Uppal,
IREO and DLF etc. The population projections for 2031 are estimated based on the growth rate
adopted by the National Capital Region Report during 2011 to 2021. The projected population
for GMUC under this scenario is presented in Table 5.2.
While there is no estimations for employment in the Development Plan 2021, however, as per
the ‘Development Plan 2021’ the total area will be developed under industrial and special
economic zones is around 10,011 hectors in GMUC. HUDA has already developed 1,246 hectors
of industrial area and DLF SEZ with private participation. It is estimated around 11 Lakh
employment will be generated within GMUC by 2021.
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Table 5.2 Projected Population and Employment under ‘Moderate Scenario’
Year Projected
Population in GMUC
Projected Employment
in GMUC
Projected population
SEZs Adjacent to
GMUC
Projected Employment
SEZs Adjacent to
GMUC
Total Population
Total Employment
Nos.
2001* 416,681
2008** 1,664,600 624,521 1,664,600 624,521
2011** 2,285,932 1,076,788 234,693 132,994 2,520,624 1,209,782
2021*** 3,701,175 1,709,372 590,488 1,541,145 4,291,663 3,250,516
2031** 5,001,991 2,119,616 785,335 1,772,316 5,787,325 3,891,932
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) As projected by Water Supply Department, 37 Lakh considered for 2021;
(xv) 70 Percent of investments will be advent during 2008 to 2021 (in GMUC and
surrounding area) ;
(xvi) Pace of developments and Infrastructure saturation will be reaching by 2031;
(xvii) Population growth rate is assumed for the period of 2021 to 2031 is 35 percent as
per NCR Report projected during 2011 to 2021.
Assumption for Employment Projection:
(xviii) Present Employment estimated based on the primary and secondary data collation;
(xix) Commercial and industrial employment is estimated based on the Development
Plan for future;
(xx) 50 percent of surrounding upcoming SEZs are considered with phase wise
development with regards to population and employment;
(xxi) 90 percent of development with regards to population and employment within
GMUC
(xxii) 15 Percent of SEZs area will be allocated for residential and for residential area
200 persons per hectors is adopted.
(xxiii) 50 percent of employees will be residing at GMUC and working at outside SEZs
(xxiv) Workforce participation ratio is assumed around 45 during 2011 to 21 and it will
slow down to 42 percent during 2021 to 2031.
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5.3 Realistic Scenario
Given the prevalent economic meltdown it is assumed that the very ambitious plans of the
private sector are limited to the master plan the present approved plans and only a population
of 37 lakhs by the year 2031 is planned. It is assumed that that roughly 15% of the SEZs will
happen and may gradually pick pace beyond 2031. The planned developments coming within
the purview of the Development plan have been considered for establishing the future growth
rate. The projected population and employment is presented in Table 5.3.
Table 5.3 Projected Population and Employment under ‘Realistic Scenario’
Year Projected Population in GMUC
Projected Employment
in GMUC
Projected population
SEZs Adjacent to
GMUC
Projected Employment
SEZs Adjacent to
GMUC
Total Population
Total Employment
Nos.
2001* 416681 144479
2008** 1664600 624521
2011** 1708109 786829 1708109 786829
2021*** 2240360 1024229 2240360 1024229
2031** 4,080,621 1,401,985 231,870 447,688 4,312,490 1,849,673
Note: *- census, **-Analysis, ***-Department of Town and Country Planning Projections Source: Development plan 2021 & Analysis
Assumption for Population Projection:
Base year population (2008) is calculated based on the domestic electric
connections (Source from Haryana Electricity Department, in GMUC area)
multiplied with the average household size arrived by primary surveys.
As projected by Water Supply Department, 37 lakh considered for 2031 for area
within GMUC;
15 Percent of investments will be advent during 2021 to 2031 (in GMUC and
surrounding area) ;
Pace of developments and Infrastructure saturation will pick up pace beyond 2031
Assumption for Employment Projection:
Present Employment estimated based on the primary and secondary data collation;
Commercial and industrial employment is estimated based on the Development
Plan for future;
15 percent of surrounding upcoming SEZs are considered with phase wise
development with regards to population and employment;
50 percent of development with regards to population and employment within
GMUC
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15 Percent of SEZs area will be allocated for residential and for residential area
200 persons per hectors is adopted.
Zone-wise Projections under ‘Aggressive Scenario’
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
1 18,197 1,468 24,028 1,762 26,084 2,114 33,075 2,621
2 19,633 1,907 21,369 2,288 22,704 2,746 31,786 3,405
3 20,464 1,398 29,129 1,678 31,261 2,014 43,198 2,497
4 22,858 2,116 24,033 2,539 25,122 3,047 32,088 3,778
5 10,810 897 18,015 1,076 20,208 1,291 23,143 1,601
6 11,829 317 14,822 380 15,081 456 16,737 565
7 42,182 2,390 45,054 2,868 49,728 3,442 59,449 4,268
8 20,677 2,089 21,100 2,507 23,525 3,008 23,950 3,730
9 72,812 3,046 79,090 3,655 83,585 4,386 146,509 5,439
10 44,896 1,320 76,833 1,584 80,086 1,901 100,908 2,357
11 45,594 4,954 56,069 5,945 68,759 7,134 99,107 8,846
12 43,942 8,074 45,208 9,689 49,715 11,627 58,728 14,417
13 11,654 11,276 12,572 13,531 13,543 16,237 14,514 20,134
14 24,760 1,972 28,607 2,366 29,172 2,839 29,737 3,520
15 38,876 2,955 49,595 3,546 53,529 4,255 67,776 5,276
16 7,827 456 8,592 547 10,964 656 12,337 813
17 14,101 779 16,107 935 16,694 1,122 17,281 1,391
18 34,520 18,100 35,238 31,720 36,586 38,064 39,730 47,199
19 12,915 2,770 13,453 9,324 15,471 11,189 16,798 13,874
20 22,457 3,444 22,761 11,133 24,278 13,360 26,772 16,566
21 14,494 921 17,307 1,105 28,844 1,326 36,055 1,644
22 22,697 1,993 24,478 2,392 30,373 2,870 39,019 3,559
23 54,264 3,450 59,393 4,140 129,477 4,968 181,267 6,160
24 93,807 29,749 97,127 5,938 199,305 8,611 274,812 10,677
25 500 17,471 6,670 80,000 11,672 116,000 16,674 143,840
26 6,763 26,982 14,345 4,785 31,272 6,939 43,781 8,604
27 14,997 32,066 55,867 7,729 105,015 11,207 97,518 13,897
28 10,998 43,442 20,367 12,827 44,401 18,600 62,161 23,063
29 2,312 899 2,826 1,579 3,339 11,895 3,750 14,750
30 4,208 8,303 10,790 9,964 23,523 11,957 32,932 14,827
31 17,578 1,817 19,531 2,180 42,577 2,616 59,608 3,244
32 6,037 3,309 6,118 3,971 8,279 4,765 9,359 5,909
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Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
33 15,743 5,014 16,093 6,017 16,442 7,220 23,019 8,953
34 8,842 5,158 12,502 9,190 18,393 13,028 22,748 16,155
35 7,606 402 7,787 3,482 8,150 6,178 10,512 7,661
36 11,188 3,093 11,567 9,712 11,834 11,654 14,100 14,451
37 12,079 - 12,884 7,140 13,689 8,568 14,494 10,624
38 34,605 3,747 35,492 4,496 40,816 5,395 57,142 6,690
39 29,279 2,097 32,532 2,516 45,545 3,019 63,763 3,744
40 14,245 1,868 15,828 2,242 34,505 2,690 48,307 3,336
41 27,815 2,797 33,113 3,356 72,186 4,027 101,060 4,993
42 5,961 18,664 49,831 57,710 108,449 69,252 151,767 85,872
43 58,539 20,586 66,044 60,017 143,977 72,021 201,568 89,306
44 17,427 1,318 17,524 1,582 18,621 1,898 20,718 2,354
45 37,342 2,066 38,873 2,479 79,114 2,975 108,851 3,689
46 38,247 2,115 40,168 2,538 87,566 3,046 122,593 3,777
47 46,672 1,349 49,129 1,619 107,101 1,943 149,941 2,409
48 9,512 - 11,097 200 25,365 240 44,389 298
49 28,530 5,518 31,700 6,622 69,105 7,946 96,747 9,853
50 32,938 3,216 35,932 3,859 78,331 4,631 109,664 5,742
51 24,101 2,734 28,722 3,281 60,716 3,937 84,359 4,882
52 40,512 14,629 46,023 17,555 91,835 21,066 125,690 26,122
53 10,604 7,855 17,673 9,426 38,528 11,311 53,939 14,026
54 7,437 1,495 8,499 1,794 18,528 2,153 25,940 2,670
55 4,260 3,419 9,467 4,103 20,637 4,924 28,892 6,106
56 27,775 14,016 28,932 16,819 63,072 20,183 88,301 25,027
57 32,859 4,970 36,510 5,964 79,592 7,157 111,429 8,875
58 - - 14,299 - 31,172 200 43,641 248
59 - - 8,267 - 18,022 150 25,231 186
60 - - 3,328 - 7,255 80 10,157 99
61 936 771 12,474 925 27,193 1,110 38,070 1,376
62 - - 18,041 1,500 39,330 1,800 55,062 2,232
63 - - 5,775 - 12,590 50 17,625 62
64 2,353 712 2,615 854 2,746 1,025 2,876 1,271
65 - - 18,289 1,590 39,869 1,908 55,817 2,366
66 13,000 14,853 54,874 17,824 104,456 21,389 141,097 26,522
67 - - 13,030 - 28,404 100 39,766 124
68 - - 10,883 - 23,725 100 33,216 124
A-62
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
69 - 7,660 15,986 9,192 34,849 11,030 48,788 13,677
70 - - 26,458 - 57,679 200 80,751 248
71 599 444 16,165 2,533 35,019 3,040 48,952 3,770
72 1,274 802 1,328 962 1,520 1,154 1,661 1,431
73 1,215 367 10,798 1,940 23,540 2,328 32,956 2,887
74 3,254 4,379 3,540 7,255 5,247 8,706 6,508 10,795
75 - - 234 800 510 960 713 1,190
76 - - 13,578 300 29,600 360 41,440 446
77 5,154 424 9,545 509 20,808 611 29,131 758
78 10,628 875 19,681 1,050 42,905 1,260 60,067 1,562
79 3,209 914 6,829 1,097 11,192 1,316 14,416 1,632
80 5,992 378 9,399 454 20,489 545 28,685 676
81 2,200 - 7,188 150 13,111 180 17,487 223
82 - - 18,845 150 29,614 1,680 41,460 2,083
83 - - 17,050 200 26,793 2,040 37,511 2,530
84 - - 12,118 200 26,417 2,264 36,983 2,807
85 1,432 433 7,953 520 17,337 624 24,272 774
86 4,699 1,106 12,852 1,327 26,054 1,592 35,809 1,974
87 3,000 - 3,028 - 3,156 200 3,250 248
88 - - 375 2,500 817 3,000 1,144 3,720
89 5,977 678 19,922 814 43,430 977 60,802 1,211
90 - - 9,485 - 20,677 60 28,948 74
91 - - 11,455 - 24,972 70 34,961 87
92 1,522 1,255 20,298 1,506 44,250 1,807 61,950 2,241
93 3,382 383 13,595 460 26,898 552 36,729 684
94 - - - - - 40 - 50
95 2,100 - 12,176 - 24,152 100 33,002 124
96 - - - - - 2,050 - 2,542
97 1,700 - 1,795 - 2,012 3,050 2,173 3,782
98 - - - - - 4,879 - 6,050
99 - - 9,860 - 21,495 - 30,093 -
100 822 609 913 731 1,095 877 1,278 1,087
101 - - - - 4,353 150 6,094 186
102 - - 3,062 60 18,373 72 25,723 89
103 9,282 2,185 28,342 2,622 32,762 3,146 43,370 3,901
104 3,051 923 19,749 1,108 23,139 1,330 31,276 1,649
A-63
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
105 4,500 1,268 10,809 1,522 12,088 1,826 15,157 2,264
106 5,025 1,183 13,650 1,420 16,043 1,704 21,785 2,113
107 7,200 2,089 21,490 2,507 24,356 3,008 31,236 3,730
108 1,362 412 12,108 494 13,622 593 19,071 735
109 - - 16,790 100 18,888 120 26,444 149
110 3,313 138 22,084 166 24,844 199 34,782 247
111 - - 10,756 150 12,101 180 16,941 223
112 1,302 393 11,572 472 13,019 566 18,226 702
113 - - 10,473 150 11,782 180 16,495 223
114 - - 1,069 60 2,330 72 3,262 89
115 - - 740 70 1,613 84 2,258 104
116 16,448 - 19,778 88,112 32,717 105,734 42,278 131,110
117 16,603 - 20,531 - 25,488 220,280 29,151 273,147
118 33,533 2,664 34,930 3,197 37,106 91,948 38,715 114,016
119 3,648 2,023 4,331 2,428 7,201 2,914 9,322 3,613
120 9,178 1,200 10,266 1,440 11,909 1,728 13,124 2,143
121 1,800 12,207 2,164 16,648 2,662 19,978 3,031 24,773
122 1,810 13,158 1,875 17,790 2,034 21,348 2,151 26,472
123 1,850 36,178 2,283 45,414 2,924 54,497 3,397 67,576
124 1,900 27,929 2,160 35,515 2,654 42,618 3,019 52,846
125 1,880 - 2,756 2,000 3,954 3,900 4,839 4,836
126 - 10,576 - 14,691 - 17,629 - 21,860
127 - 4,520 - 15,424 - 18,509 - 22,951
128 11,000 3,837 13,699 4,604 16,933 5,525 19,322 6,851
129 17,000 6,413 74,247 7,696 142,696 9,235 193,279 11,451
130 - - - - - - - -
131 3,191 870 3,501 1,044 4,756 1,253 5,683 1,554
132 2,560 300 3,413 360 7,441 432 10,417 536
133 5,763 15,296 10,671 18,355 11,739 22,026 16,434 27,312
134 6,401 16,989 11,853 20,387 13,038 24,464 18,254 30,335
135 1,095 7,057 7,301 8,468 8,031 10,162 11,244 12,601
136 1,157 7,457 7,714 50,000 8,485 72,500 11,879 89,900
137 574 3,698 3,825 82,000 4,208 118,900 5,891 147,436
138 380 2,449 2,534 48,433 2,787 70,228 3,902 87,083
139 919 5,925 1,226 7,110 2,672 8,532 3,741 10,580
140 858 5,532 5,723 38,667 6,295 56,067 8,814 69,523
A-64
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
141 1,072 6,909 7,147 104,449 7,862 151,451 11,007 187,799
142 1,286 8,290 8,576 9,948 9,434 11,938 13,207 14,803
143 21,650 4,111 22,136 1,521 24,583 2,206 32,900 2,736
144 8,876 1,483 9,443 1,780 10,072 2,136 14,101 2,649
145 8,908 1,563 16,416 1,876 17,510 2,251 20,794 2,791
146 227,636 2,011,888 303,515 2,313,671
147 121,406 210,000 182,109 700,000 242,812 805,000
148 30,351 15,000 45,527 50,000 60,703 57,500
149 1,636 808 2,454 2,694 3,271 3,098
150 81,299 40,179 121,949 133,930 162,599 154,020
IREO 21,626 201,399 24,870 231,609
1,664,600 624,521 2,872,624 1,472,992 4,934,476 4,998,097 6,634,760 5,918,643
Zone-wise Projections under ‘Moderate Scenario’
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
1 18,197 1,468 24,028 1,762 26,084 2,114 33,075 2,621
2 19,633 1,907 21,369 2,288 32,704 2,746 41,786 3,405
3 20,464 1,398 25,129 1,678 41,261 2,014 53,198 2,497
4 22,858 2,116 24,033 2,539 35,122 3,047 42,088 3,778
5 10,810 897 14,015 1,076 20,208 1,291 23,143 1,601
6 11,829 317 14,822 380 25,081 456 31,737 565
7 42,182 2,390 45,054 2,868 59,728 3,442 69,449 4,268
8 20,677 2,089 21,100 2,507 33,525 3,008 38,950 3,730
9 72,812 3,046 75,090 3,655 83,585 4,386 146,509 5,439
10 44,896 1,320 56,833 1,584 80,086 1,901 100,908 2,357
11 45,594 4,954 52,069 5,945 68,759 7,134 99,107 8,846
12 43,942 8,074 45,208 9,689 49,715 11,627 58,728 14,417
13 11,654 11,276 12,572 13,531 13,543 16,237 14,514 20,134
14 24,760 1,972 28,607 2,366 29,172 2,839 29,737 3,520
15 38,876 2,955 41,595 3,546 53,529 4,255 67,776 5,276
16 7,827 456 8,592 547 15,964 656 17,337 813
17 14,101 779 16,107 935 26,694 1,122 32,281 1,391
18 34,520 18,100 35,238 31,720 46,586 38,064 54,730 47,199
19 12,915 2,770 13,453 9,324 22,471 11,189 26,798 13,874
20 22,457 3,444 22,761 11,133 24,278 13,360 26,772 16,566
A-65
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
21 14,494 921 17,307 1,105 28,844 1,326 36,055 1,644
22 22,697 1,993 24,478 2,392 30,373 2,870 39,019 3,559
23 54,264 3,450 59,393 4,140 99,477 4,968 111,267 6,160
24 93,807 29,749 97,127 5,938 129,305 8,611 194,812 10,677
25 500 17,471 2,670 40,000 11,672 58,000 16,674 71,920
26 6,763 26,982 10,345 4,785 31,272 6,939 43,781 8,604
27 14,997 32,066 35,867 7,729 105,015 11,207 97,518 13,897
28 10,998 43,442 16,367 12,827 44,401 18,600 62,161 23,063
29 2,312 899 2,826 1,579 3,339 11,895 3,750 14,750
30 4,208 8,303 7,790 9,964 23,523 11,957 32,932 14,827
31 17,578 1,817 19,531 2,180 42,577 2,616 59,608 3,244
32 6,037 3,309 6,118 3,971 8,279 4,765 9,359 5,909
33 15,743 5,014 16,093 6,017 16,442 7,220 23,019 8,953
34 8,842 5,158 12,502 9,190 18,393 13,028 22,748 16,155
35 7,606 402 7,787 3,482 8,150 6,178 10,512 7,661
36 11,188 3,093 11,567 9,712 11,834 11,654 14,100 14,451
37 12,079 - 12,884 7,140 13,689 8,568 14,494 10,624
38 34,605 3,747 35,492 4,496 40,816 5,395 57,142 6,690
39 29,279 2,097 32,532 2,516 45,545 3,019 63,763 3,744
40 14,245 1,868 15,828 2,242 34,505 2,690 48,307 3,336
41 27,815 2,797 30,113 3,356 72,186 4,027 101,060 4,993
42 5,961 18,664 19,831 57,710 88,449 69,252 131,767 85,872
43 58,539 20,586 62,044 60,017 123,977 72,021 181,568 89,306
44 17,427 1,318 17,524 1,582 18,621 1,898 20,718 2,354
45 37,342 2,066 38,873 2,479 69,114 2,975 88,851 3,689
46 38,247 2,115 40,168 2,538 77,566 3,046 102,593 3,777
47 46,672 1,349 49,129 1,619 67,101 1,943 99,941 2,409
48 9,512 - 11,097 200 15,365 240 29,389 298
49 28,530 5,518 31,700 6,622 54,105 7,946 76,747 9,853
50 32,938 3,216 35,932 3,859 58,331 4,631 69,664 5,742
51 24,101 2,734 28,722 3,281 45,716 3,937 64,359 4,882
52 40,512 14,629 46,023 17,555 71,835 21,066 85,690 26,122
53 10,604 7,855 17,673 9,426 29,528 11,311 44,939 14,026
54 7,437 1,495 8,499 1,794 14,528 2,153 29,940 2,670
55 4,260 3,419 9,467 4,103 16,637 4,924 23,892 6,106
56 27,775 14,016 28,932 16,819 43,072 20,183 68,301 25,027
A-66
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
57 32,859 4,970 36,510 5,964 69,592 7,157 81,429 8,875
58 - - 14,299 - 31,172 200 43,641 248
59 - - 8,267 - 14,022 150 21,231 186
60 - - 3,328 - 7,255 80 10,157 99
61 936 771 6,474 925 17,193 1,110 28,070 1,376
62 - - 8,041 1,500 29,330 1,800 45,062 2,232
63 - - 5,775 - 12,590 50 17,625 62
64 2,353 712 2,615 854 2,746 1,025 2,876 1,271
65 - - 8,289 1,590 19,869 1,908 35,817 2,366
66 13,000 14,853 34,874 17,824 54,456 21,389 91,097 26,522
67 - - 9,030 - 18,404 100 29,766 124
68 - - 6,883 - 13,725 100 18,216 124
69 - 7,660 11,986 9,192 24,849 11,030 33,788 13,677
70 - - 11,458 - 37,679 200 50,751 248
71 599 444 7,165 2,533 20,019 3,040 28,952 3,770
72 1,274 802 1,328 962 1,520 1,154 1,661 1,431
73 1,215 367 5,798 1,940 8,540 2,328 17,956 2,887
74 3,254 4,379 3,540 7,255 5,247 8,706 6,508 10,795
75 - - 234 800 510 960 713 1,190
76 - - 3,578 300 17,600 360 26,440 446
77 5,154 424 9,545 509 15,808 611 21,131 758
78 10,628 875 15,681 1,050 32,905 1,260 45,067 1,562
79 3,209 914 6,829 1,097 11,192 1,316 14,416 1,632
80 5,992 378 9,399 454 17,489 545 23,685 676
81 2,200 - 7,188 150 13,111 180 17,487 223
82 - - 8,845 150 19,614 1,680 31,460 2,083
83 - - 7,050 200 11,793 2,040 17,511 2,530
84 - - 2,118 200 11,417 2,264 26,983 2,807
85 1,432 433 7,953 520 12,337 624 16,272 774
86 4,699 1,106 8,852 1,327 21,054 1,592 30,809 1,974
87 3,000 - 3,028 - 3,156 200 3,250 248
88 - - 375 2,500 817 3,000 1,144 3,720
89 5,977 678 9,922 814 23,430 977 30,802 1,211
90 - - 9,485 - 16,677 60 23,948 74
91 - - 1,455 - 4,972 70 14,961 87
92 1,522 1,255 13,298 1,506 24,250 1,807 41,950 2,241
A-67
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
93 3,382 383 13,595 460 21,898 552 28,729 684
94 - - - - - 40 - 50
95 2,100 - 12,176 - 19,152 100 26,002 124
96 - - - - - 2,050 - 2,542
97 1,700 - 1,795 - 2,012 3,050 2,173 3,782
98 - - - - - 4,879 - 6,050
99 - - 9,860 - 12,495 - 15,093 -
100 822 609 913 731 1,095 877 1,278 1,087
101 - - - - 4,353 150 6,094 186
102 - - 3,062 60 8,373 72 10,723 89
103 9,282 2,185 24,342 2,622 32,762 3,146 43,370 3,901
104 3,051 923 15,749 1,108 23,139 1,330 31,276 1,649
105 4,500 1,268 6,809 1,522 12,088 1,826 15,157 2,264
106 5,025 1,183 9,650 1,420 16,043 1,704 21,785 2,113
107 7,200 2,089 17,490 2,507 24,356 3,008 31,236 3,730
108 1,362 412 8,108 494 13,622 593 19,071 735
109 - - 12,790 100 18,888 120 26,444 149
110 3,313 138 18,084 166 24,844 199 34,782 247
111 - - 6,756 150 12,101 180 16,941 223
112 1,302 393 7,572 472 13,019 566 18,226 702
113 - - 6,473 150 11,782 180 16,495 223
114 - - 1,069 60 2,330 72 3,262 89
115 - - 740 70 1,613 84 2,258 104
116 16,448 - 19,778 88,112 32,717 105,734 42,278 131,110
117 16,603 - 20,531 - 25,488 220,280 29,151 273,147
118 33,533 2,664 34,930 3,197 37,106 91,948 38,715 114,016
119 3,648 2,023 4,331 2,428 7,201 2,914 9,322 3,613
120 9,178 1,200 10,266 1,440 11,909 1,728 13,124 2,143
121 1,800 12,207 2,164 16,648 2,662 19,978 3,031 24,773
122 1,810 13,158 1,875 17,790 2,034 21,348 2,151 26,472
123 1,850 36,178 2,283 45,414 2,924 54,497 3,397 67,576
124 1,900 27,929 2,160 35,515 2,654 42,618 3,019 52,846
125 1,880 - 2,756 2,000 3,954 3,900 4,839 4,836
126 - 10,576 - 14,691 - 17,629 - 21,860
127 - 4,520 - 15,424 - 18,509 - 22,951
128 11,000 3,837 13,699 4,604 16,933 5,525 19,322 6,851
A-68
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
129 17,000 6,413 44,247 7,696 92,696 9,235 133,279 11,451
130 - - - - - - - -
131 3,191 870 3,501 1,044 4,756 1,253 5,683 1,554
132 2,560 300 3,413 360 7,441 432 10,417 536
133 5,763 15,296 10,671 18,355 11,739 22,026 16,434 27,312
134 6,401 16,989 11,853 20,387 13,038 24,464 18,254 30,335
135 1,095 7,057 7,301 8,468 8,031 10,162 11,244 12,601
136 1,157 7,457 7,714 25,000 8,485 36,250 11,879 44,950
137 574 3,698 3,825 41,000 4,208 59,450 5,891 73,718
138 380 2,449 2,534 24,217 2,787 35,114 3,902 43,542
139 919 5,925 1,226 7,110 2,672 8,532 3,741 10,580
140 858 5,532 5,723 38,667 6,295 56,067 8,814 69,523
141 1,072 6,909 7,147 104,449 7,862 151,451 11,007 187,799
142 1,286 8,290 8,576 9,948 9,434 11,938 13,207 14,803
143 21,650 4,111 22,136 1,521 24,583 2,206 32,900 2,736
144 8,876 1,483 9,443 1,780 10,072 2,136 14,101 2,649
145 8,908 1,563 16,416 1,876 17,510 2,251 20,794 2,791
146 227,636 997,133 303,515 1,146,703
147 121,406 105,000 182,109 350,000 242,812 402,500
148 30,351 7,500 45,527 25,000 60,703 28,750
149 1,636 404 2,454 1,347 3,271 1,549
150 81,299 20,090 121,949 66,965 162,599 77,010
IREO 10,813 100,700 12,435 115,804
Total 1,664,600 624,521 2,520,624 1,209,782 4,291,663 3,250,516 5,787,325 3,891,932
A-69
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zone-wise Projections under ‘Realistic Scenario’
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
1
18,197
1,468
14,775
1,512
15,803.4
1,784
31,607
2,569
2
19,633
1,907
8,013
1,964
9,348.9
2,318
18,698
3,338
3
20,464
1,398
14,208
1,440
16,339.4
1,699
32,679
2,447
4
22,858
2,116
14,237
2,179
15,325.5
2,571
30,651
3,702
5
10,810
897
11,778
924
13,970.8
1,090
27,942
1,570
6
11,829
317
12,494
327
12,752.8
386
25,506
556
7
42,182
2,390
24,967
2,462
29,641.1
2,905
59,282
4,183
8
20,677
2,089
16,845
2,152
17,994.2
2,539
35,988
3,656
9
72,812
3,046
38,639
3,137
43,133.9
3,702
146,509
5,331
10
44,896
1,320
47,553
1,360
50,806.3
1,605
101,613
2,311
11
45,594
4,954
47,999
5,103
55,309.3
6,022
110,619
8,672
12
43,942
8,074
27,180
8,316
29,433.9
9,813
58,868
14,131
13
11,654
11,276
12,572
11,614
13,543.2
13,705
27,086
19,735
14
24,760
1,972
20,693
2,031
21,257.9
2,397
42,516
3,452
15
38,876
2,955
26,386
3,044
29,352.9
3,592
58,706
5,172
16
7,827
456
8,592
470
10,964.4
555
21,929
799
17
14,101
779
16,107
802
16,694.1
946
33,388
1,362
18
34,520
18,100
35,238
18,743
36,585.5
22,117
73,171
31,848
19
12,915
2,770
8,072
4,853
8,744.3
5,727
17,489
8,247
20
22,457
3,444
8,093
5,547
8,598.5
6,545
17,197
9,425
21
14,494
921
5,048
949
5,408.3
1,120
10,817
1,613
22
22,697
1,993
16,617
2,053
17,108.6
2,423
34,217
3,489
23
54,264
3,450
21,597
3,554
22,947.3
4,194
45,895
6,039
24
93,807
29,749
49,021
5,938
51,426.3
7,126
102,853
8,836
25
500
17,471
2,668
40,000
2,834.5
48,000
16,674
59,520
26
6,763
26,982
6,148
4,785
6,660.2
5,742
13,320
7,121
27
14,997
32,066
26,711
7,729
27,752.6
9,275
97,518
11,501
28
A-70
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
10,998 43,442 10,184 12,827 11,202.1 15,393 22,404 19,087
29
2,312
899
514
1,426
1,027.5
2,683
2,055
3,864
30
4,208
8,303
7,553
8,552
8,092.7
10,091
16,185
14,531
31
17,578
1,817
5,859
1,872
6,347.5
2,209
12,695
3,181
32
6,037
3,309
6,118
3,408
8,278.5
4,021
16,557
5,790
33
15,743
5,014
16,093
5,164
16,442.5
6,094
32,885
8,775
34
8,842
5,158
12,502
5,313
13,142.5
7,269
26,285
10,467
35
7,606
402
7,787
414
8,149.6
1,489
16,299
2,144
36
11,188
3,093
11,567
3,186
11,833.6
3,759
23,667
5,413
37
12,079
-
12,884
1,140
13,689.0
1,345
27,378
1,937
38
34,605
3,747
10,648
3,859
11,534.8
4,554
23,070
6,558
39
29,279
2,097
7,808
2,160
8,458.4
2,549
16,917
3,671
40
14,245
1,868
4,748
1,924
5,144.1
2,270
10,288
3,269
41
27,815
2,797
7,947
2,881
8,609.3
3,400
17,219
4,896
42
5,961
18,664
12,076
20,538
13,070.0
24,235
26,140
34,898
43
58,539
20,586
18,012
21,517
19,513.1
25,390
39,026
36,562
44
17,427
1,318
4,841
1,358
6,325.0
1,602
12,650
2,307
45
37,342
2,066
13,297
2,128
14,149.1
2,511
28,298
3,616
46
38,247
2,115
8,732
2,178
9,605.4
2,570
19,211
3,701
47
46,672
1,349
13,647
1,389
15,011.6
1,639
30,023
2,360
48
9,512
-
11,097
200
12,682.5
236
25,365
340
49
28,530
5,518
8,453
5,684
9,509.9
6,707
19,020
9,658
50
32,938
3,216
7,985
3,312
8,983.0
3,908
17,966
5,628
51
24,101
2,734
9,643
2,816
10,646.8
3,323
21,294
4,785
52
40,512
14,629
20,703
15,068
22,391.0
17,780
44,782
25,603
53
10,604
7,855
7,069
8,091
7,953.1
9,547
15,906
13,748
54
7,437
1,495
2,833
1,540
3,187.2
1,817
6,374
2,616
55
4,260
3,419
3,787
3,522
4,260.0
4,156
8,520
5,985
56
27,775
14,016
9,258
14,436
10,415.6
17,034
20,831
24,529
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
57
32,859
4,970
14,604
5,119
16,429.5
6,040
32,859
8,698
58
-
-
8,937
-
9,830.7
200
19,661
288
59
-
-
5,167
-
5,683.5
150
7,957
216
60
-
-
2,080
-
2,288.0
80
3,203
115
61
936
771
7,796
794
8,575.8
937
17,152
1,349
62
-
-
11,276
1,500
12,403.4
1,770
24,807
2,549
63
-
-
3,609
-
3,970.3
50
5,558
72
64
2,353
712
2,615
733
2,745.6
865
2,876
1,246
65
-
-
11,430
1,590
12,573.5
1,876
25,147
2,701
66
13,000
14,853
49,622
15,299
50,934.7
18,053
101,869
25,996
67
-
-
13,030
-
13,843.9
100
19,381
144
68
-
-
10,883
-
11,563.4
100
16,189
144
69
-
7,660
15,986
7,890
16,984.8
9,310
33,970
13,406
70
-
-
26,458
-
28,112.1
200
39,357
288
71
599
444
16,165
2,457
17,163.7
2,899
23,954
4,175
72
1,274
802
1,328
826
1,519.7
975
1,661
1,404
73
1,215
367
10,798
1,878
11,473.1
2,216
22,946
3,191
74
3,254
4,379
3,540
6,510
5,246.6
7,682
10,493
11,062
75
-
-
234
800
509.5
944
713
1,359
76
-
-
13,578
300
14,935.6
354
29,871
510
77
5,154
424
9,545
437
20,807.9
516
41,616
743
78
10,628
875
19,681
901
42,904.7
1,063
85,809
1,531
79
3,209
914
6,829
941
11,191.9
1,110
22,384
1,598
80
5,992
378
9,399
389
20,489.4
459
40,979
661
81
2,200
-
7,188
150
13,110.8
177
26,222
255
82
-
-
18,845
150
29,614.2
1,677
59,228
2,415
83
-
-
17,050
200
26,793.3
2,036
53,587
2,932
84
-
-
12,118
200
26,416.5
1,260
52,833
1,814
85
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
1,432 433 7,953 446 17,337.4 526 34,675 757
86
4,699
1,106
12,852
1,139
26,053.6
1,344
52,107
1,935
87
3,000
-
3,028
-
3,155.6
200
3,250
288
88
-
-
375
500
817.3
590
1,144
850
89
5,977
678
19,922
698
43,429.9
824
86,860
1,187
90
-
-
9,485
-
20,677.0
60
28,948
86
91
-
-
11,455
-
24,972.0
70
34,961
101
92
1,522
1,255
20,298
1,293
44,249.7
1,526
61,950
2,197
93
3,382
383
13,595
394
26,898.0
465
36,729
670
94
-
-
-
-
-
40
-
58
95
2,100
-
12,176
-
24,151.7
100
33,002
144
96
-
-
-
-
-
50
-
72
97
1,700
-
1,795
-
2,012.3
50
2,173
72
98
-
-
-
-
-
879
-
1,266
99
-
-
9,860
-
21,494.8
-
30,093
-
100
822
609
913
627
1,095.4
740
1,278
1,066
101
-
-
-
-
4,352.6
150
6,094
216
102
-
-
3,062
60
18,373.3
71
25,723
102
103
9,282
2,185
28,342
2,251
32,762.1
2,656
65,524
3,825
104
3,051
923
19,749
951
23,139.2
1,122
46,278
1,616
105
4,500
1,268
10,809
1,306
12,087.6
1,541
24,175
2,219
106
5,025
1,183
13,650
1,218
16,042.9
1,437
32,086
2,069
107
7,200
2,089
21,490
2,152
24,356.2
2,539
48,712
3,656
108
1,362
412
12,108
424
13,621.8
500
19,071
720
109
-
-
16,790
100
18,888.4
118
26,444
170
110
3,313
138
22,084
142
24,844.3
168
34,782
242
111
-
-
10,756
150
12,100.8
177
16,941
255
112
1,302
393
11,572
405
13,018.9
478
18,226
688
113
-
-
10,473
150
11,781.8
177
16,495
255
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
114
-
-
1,069
60
2,330.1
71
3,262
102
115
-
-
740
70
1,613.0
83
2,258
120
116
16,448
-
19,778
4,000
32,716.7
4,720
65,433
6,797
117
16,603
-
20,531
-
25,488.0
30,280
29,151
43,603
118
33,533
2,664
34,930
2,744
37,106.5
51,350
38,715
73,944
119
3,648
2,023
4,331
2,084
7,200.8
2,459
9,322
3,541
120
9,178
1,200
10,266
1,236
11,909.1
1,458
13,124
2,100
121
1,800
12,207
2,164
12,573
2,662.1
14,836
3,031
21,364
122
1,810
13,158
1,875
13,553
2,034.1
15,993
2,151
23,030
123
1,850
36,178
2,283
39,263
2,923.8
46,330
3,397
66,715
124
1,900
27,929
2,160
28,767
2,654.1
33,945
3,019
48,881
125
1,880
-
2,756
-
3,954.0
1,500
4,839
2,160
126
-
10,576
-
10,893
-
12,854
-
18,510
127
-
4,520
-
4,656
-
5,494
-
7,911
128
11,000
3,837
13,699
3,952
16,932.7
4,663
19,322
6,715
129
17,000
6,413
74,247
6,605
142,696.3
7,794
193,279
11,223
130
-
-
-
-
-
-
-
-
131
3,191
870
3,501
896
4,755.8
1,057
5,683
1,522
132
2,560
300
3,413
309
7,441.0
365
10,417
526
133
5,763
15,296
5,336
15,755
11,738.6
18,591
16,434
26,771
134
6,401
16,989
5,927
17,499
13,038.4
20,649
18,254
29,735
135
1,095
7,057
3,651
7,269
8,031.3
8,577
11,244
12,351
136
1,157
7,457
3,857
25,000
8,485.3
30,000
11,879
37,200
137
574
3,698
1,913
41,000
4,208.0
49,200
5,891
61,008
138
380
2,449
1,267
24,217
2,787.0
29,060
3,902
36,034
139
919
5,925
1,226
6,103
2,672.4
7,202
3,741
10,371
140
858
5,532
2,862
38,667
6,295.4
46,400
8,814
57,536
141
1,072
6,909
5,718
102,099
7,862.0
122,518
11,007
151,923
142
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Zones Population Employment Population Employment Population Employment Population Employment
2008 2011 2021 2031
1,286 8,290 6,861 8,539 9,433.5 10,076 13,207 14,509
143
21,650
4,111
11,128
1,521
24,582.7
1,826
32,900
2,264
144
8,876
1,483
3,777
1,527
10,072.4
1,802
14,101
2,595
145
8,908
1,563
6,566
1,610
17,510.4
1,900
20,794
2,736
146
91,054
314,292
147
72,844
105,000
148
18,211
7,902
149
981
404
150
48,780
20,090
Total
1,664,600
624,521
1,708,109
786,829
2,240,360
1,024,229
4,312,490 1,849,673
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Support Document of IMP:
Part - 6
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
6. Development of Urban Transport Demand Model
6.1 Base Year Model Development
The main purpose of the Urban Travel Demand Model is to predict the travel patterns and
modal shares under different land-use and transport Scenarios. From the urban planner point of
view, Gurgaon region has a high influence in travel from the Delhi region. So the study area has
been considered as Delhi. The urban demand model developed for Delhi and Noida - Greater
Noida, developed as part of another study, has been updated by adding Gurgaon area.
Travel Demand models can be used for testing different scenarios without actually
implementing projects. For example, one can see the impact of adding a mass transport use
like a metro or BRT etc. Similarly impact on transportation network due to changes in the land
use patterns can be analyzed. The broad framework for the transport modeling for Delhi –
Gurgaon area is given in Figure 6.1.
Figure 6.1 Methodology for Travel Demand Modelling
Several software programs are available for developing travel demand models. The Delhi –
Gurgaon transport model has been developed using TransCAD (a state-of-the-art Travel Demand
Modeling software).
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Model Input
Road network inventory
Public Transportation Details
Planning variables by zones
Trip End Information
Model Outputs
Trip distribution and Mode split equations
Traffic flow
Ridership and Revenue estimate for various system options
Identification of suitable public transport
System
Model Structure
The model is based on a conventional 4-stage transport model approach. It includes:
Trip Generation – calculating the number of
origins and destinations for each zone.
Trip Distribution – attaching the origins and
destinations for complete trips.
Mode Choice – determining the mode for each trip
(TW, car, auto, Public transport).
Assignment –assigning passengers to their respective highway and transit networks.
The highway (road) network with all the major road and some key minor roads. The transit
system would be built with the existing public transport system in all its forms i.e. bus and rail,
Minibuses and shared auto with their routes, frequency, fare structure etc.
Calibration
Trip ends (derived from the Trip
end models) will be used to build
base year trip matrices by mode
using distribution functions from
past information. Distribution
function is adjusted until
assigned flows compare well with
observed flows. These base year
trip matrices are checked for
their accuracy by assigning
distributed trips by mode on the
road network. The assigned
traffic across the screen lines are compared with the observed traffic. Once the model is
calibrated, it can be used to predict the future travel patterns under different land use
transport scenarios.
The model is responsive to:
Street congestion, travel costs,
availability of competing transport modes
including other Public Transport systems
and the growth of the city.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Generalized costs that include out of pocket costs i.e. fare, vehicle operating cost etc.
and perceived user costs such as value of travel time, cost of waiting time for transit
etc.,
The economic development of the region. A comprehensive data on economic
development in the form of land-use and transport development proposals will be
collected.
The model focuses on morning journey to work peak period conditions. Peak period models
provide much more accurate indications of directional travel patterns during design conditions
than do daily models. However, the daily traffic forecasts can be estimated using peak to day
expansion factor which is obtained from the traffic survey. From the surveys it was observed
that the city morning peak hour is during 9.15 AM to 10.15 AM. So the model was built for this
duration.
Planning Period
Year 2008 is taken as the base year. Demand forecasting on the network and on any proposed
mass transit system is required over a 25 year period. In order to analyze the travel demand in
the study area and estimate the likely traffic patronage on any proposed system, all relevant
data have been collated for the base year 2008, the horizon year 2031 and the two
intermediate years (2011 & 2021).
Modes
The modes that are modeled in the study include two wheeler, car, auto rickshaw and public
transport. The non- motorized transport and commercial vehicles were considered as a
preload.
The following sections detail out the Travel Demand Model developed for the project.
Study Area Zoning
The zoning has followed the ward boundaries in the Delhi – Noida –Greater Noida - Gurgaon
area. Table 6.1 below presents the zones system for the study area. Figure 6.2 represents the
zoning system.
Table 6.1: Study area zoning (Including Delhi zones)
Sl. No Sub Area No of Zones
1 Delhi 208
2 Noida – Greater Noida 40
3 Gurgaon 145
4 External zones 11
Total 404
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Network Development
Transport network developed for the model comprises of two components,
Highway Network for vehicles
Transit Network for public transport system i.e. buses, rail, metro and any new public
transportation system.
Each of the networks is described in detail below
Figure 6.2 Study Area Zoning Map
Highway Network
The coded highway network for the study area represents the nodes (intersections) and links
between them. Connectivity between the network and zones is provided through centroid
connectors. Based on the network inventory, each link has been assigned attributes such as:
number of lanes; divided or undivided carriageway; encroachments; availability of footpaths
etc. Identified road network for the city area is given in Figure 6.3.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Figure 6.3 Base Year Study Area Road Network
Transit Network
The transit network represents the connectivity, headways, speeds and accessibility of transit
services. In Gurgaon, local minibuses and shared auto rickshaws are plying on the main
corridors. So, Delhi – Gurgaon bus transport system, minibus transport system and shared auto
transport system is included in the model’s transit network.
The transit routes are specified as those using the transport links and having stops/stations at
determined locations. The access to the stops/stations from zone centroids and other nodes is
provided either by existing highway links or by defining exclusive walk links. The distance
between the bus stop/stations is assumed between 500m to 1000m in the public transport
assignment. Figure 6.4 presents the transit network for the study area.
Road length : 2220Km No of nodes : 2753 Centroids : 393 No of links : 3700
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Figure 6.4 Transit Network in the Study Area
Currently, about 681 bus routes and 23 shared auto routes are operated in the entire Delhi-
Gurgaon area. Information on the same was collected and coded in to the system. Fare
structure and frequency for each of these services are also included.
Base Year Travel (2008) Pattern
We have synthetic trips using trip distribution and mode choice models from past studies. The
trip matrices have significantly updated using fresh household survey and roadside interview.
The external trips for the car, two wheeler, auto and public transport were constructed based
on the O-D survey conducted at the outer cordon. The trip matrices thus derived were then
compared with the passenger trip rates for study area derived from the household interview
data. The results of the travel demand estimation for base year and trip rate analysis is
summarized in the Table 6.2.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Table 6.2: Summary of Estimated Base Year (2008) (Delhi & Gurgaon) Peak hour Travel
Demand
Per-capita Trip rate 1.55
Motorised Trip rate 1.06
Sl. No Mode Internal Trips External Trips Total Trips
1 TW Passengers 340722 15855 356577
2 Car Passengers 290836 23865 314701
3 Auto Passengers 169256 4799 174055
4 Public Transit Passengers
923713 41259 964972
Total 1724527 85778 1810305
The base year peak hour travel demand for Gurgaon area alone is presented in the following
Table 6.3.
Table 6.3: Base year peak hour travel demand in Gurgaon
Sl. No Mode Trips Percentage
1 Car Passengers 49205 34%
2 TW Passenger 63982 44%
3 Auto Passenger 14380 10%
4 Public Transit Passenger* 17395 12%
(* - Public transit includes Local Minibuses and IPT)
Assignment and Observed O-D Validation
Base year mode wise matrices developed were then assigned on the network. The assigned
volume on the network was compared with the observed volume on the screen lines adopted
for the study area. Screen lines running on physical barriers were selected judiciously. The
selected screen lines are
Line bisecting Manesar and Gurgaon area and
Sohna road – Railway station road
Classified volume count survey was carried out at the crossing points across these Screen lines.
The comparison of assigned flows with the traffic volume observed at the two screen lines are
presented in Table 6.4.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Table 6.4 Results of Observed OD Validation on Screen lines
Mode Observed Assigned % difference Observed Assigned % difference
Screen line 1 (Line Bisecting Gurgaon and Manesar)
TW 489 557 -14% 434 439 -1%
Car 1978 1656 16% 546 512 6%
Auto Rickshaw 212 240 -13% 286 314 -10%
PT passengers 6221 6218 0% 4703 4991 -6%
Screen line 2 (Sohna Road – Railway station Road)
TW 220 220 0% 181 171 6%
Car 327 282 14% 373 425 -14%
Auto Rickshaw 270 229 15% 112 107 4%
PT passengers 1716 1615 6% 1984 1678 15%
Point validation has been done for the important outer cordon locations and is presented in the
Table 6.5. Percentage difference of observed with the assigned are within an acceptable limit
of ±15%.
Table 6.5 Base Year Observed OD Validation on Outer Cordon Locations
Location Observed Assigned % difference
Cordon locations (in trips)
NH 8 (towards Rewari) 1707 1648 3%
Zatakaria road 53 50 6%
Faridabad road 954 845 11%
Pataudi road 1607 1830 -14%
Daurauli road 183 203 -11%
Bahchada chowk 112 123 -9%
NH 8 (towards Delhi) 6182 5585 10%
Old Gurgaon road 1073 1198 -12%
Base Year Results: The traffic characteristics of the study area in terms of average network
speed, average trip length volume to capacity ratio, vehicle distance travelled, total passenger
hours etc. is given in Table 6.6. The Delhi- Gurgaon movement of traffic is also shown below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Table 6.6 Trip Characteristics: Do Nothing- 2008
The volume to capacity ratio for the major roads, average journey speed and the passengers
per hour per direction (all modes) is presented in Table 6.7. Traffic flow/capacity for major
road network in the base year is presented in Figure 6.5.
Table 6.7 Base Year (2008) Transport Characteristics on Major roads
Sl. no Name of the Road V/C Ratio Average Network Speed
(kmph)
1 Old NH8 1.22 16.14
2 Pataudi road 1.05 24.66
3 Basai road 1.35 17.61
4 Mehrauli road 0.98 18.27
5 Faridabad road 1.02 17.88
6 Sohna road 0.87 31.41
7 Palam Vihar road 0.94 23.05
8 Khandsa road 0.98 23.67
Trips Assigned (Peak hour) : 130141
Trips Assigned- TW (Peak Hour) : 57441 (44%)
Trips Assigned- Car (Peak Hour) : 44174 (34%)
Trips Assigned-Auto rickshaw (Peak Hour) : 12909 (10%)
Trips Assigned- PT (Peak Hour) :15617 (12%) Average network speed (major corridors) : 21.59Kmph Average Trip length : 8.10 kms Total passenger kms : 132741 pass-kms Total passenger hours : 6174 pass-hrs Total vehicle kms : 452000 veh-kms Total Vehicle hours : 21023 veh-hrs Delhi – Gurgaon movement Trips Assigned (Peak hour) : 64327 Trips Assigned for Delhi-Gurgaon movement : 64327 Trips Assigned- TW (Peak Hour) : 9649 (15%) Trips Assigned- Car (Peak Hour) : 32164 (50%) Trips Assigned-Auto rickshaw (Peak Hour) : 0 (0%) Trips Assigned- PT (Peak Hour) : 22514 (35%)
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Figure 6.5 Base Year Flow/Capacity Diagram for peak hour traffic
Calibration
Trip Generation: Trip end models were calibrated by relating the trip produced from and
attracted to the zones with the Land use. Table 6.8 presents the base year population and
employment for the study area.
Table 6.8 Population and Employment - 2008
Sub area Population Employment
Delhi 15058192 5049556
Noida- Greater Noida 1157875 361034
Gurgaon 1679988 542310
TOTAL 17896055 5952900
The calibrated trip end models are presented below.
Productions:
TP = 1.08 * Population + 2501 R2 = 0.88
Attractions:
TA = 1.78 * Employment + 2233 R2 = 0.82
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Trip Distribution
A combined gravity (distribution) model formulation was calibrated. The base year trip ends,
zone-to-zone cost skims derived from the highway and transit networks were used to calibrate
the gravity model.
The equation for the distribution function is as follows:
Tij =Ai Oi Bj Dj Fij
Where
‘O’ Trip Productions
‘D’ Trip Attractions
A & B are balancing factors
‘F’ Deterrence Function
Fij = aCbij e - cCij
a, b and c are the calibration function
‘C’ is the generalized cost of travel between zones
The parameters for the deterrence function were calibrated. It was found that the combined
Gamma function fitted best for the study area. The combined Gamma function follows the
form:
Fij = aCbij e - cCij
The calibrated parameters for the deterrence function (Gamma Function) are provided in the
Table below.
A B C
1.0731 -1.3058 0.0706
Mode Choice
A multinomial mode choice model of the following form shown below is calibrated in order to
split the trips among the modes, public transport, car, and two Wheeler and Auto rickshaws.
The public transport assignment module shall achieve the modal split among the public-
transport modes i.e., Bus, Shared auto and Rail. Utility functions (VM) for each mode were
calibrated using the disaggregate person trip and mode choice data derived from the observed
o-d, travel time and travel cost for each individual.
VM = α TTM +βTCM
Where,
TTM - Travel Time by Mode M
TCM - Travel Cost by Mode M
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
α and β are modal calibration parameters
The information on the alternate modes, i.e., travel time and travel cost, available to user,
was generated from the time and cost skims obtained in public transport and highway
assignment procedures.
The calibrated parameters are given in Table 6.9.
Table 6.9 Calibrated Mode Choice Parameters
Mode α β
Two Wheeler 0.002443 0.000167
Car 0.000172 -0.000724
Auto -0.015517 -0.001816
Public Transport 0.001195 0.06411
It may be seen that as anticipated the public transport modal share reduces from the current
level of 12% in 2008 to 5% in 2031. There is more than threefold increase in the vehicle
kilometers, ie; from 0.7 million to 2.6 million during the period of 2011-2031 resulting in
drastic reduction in speeds from 18km/hr to 10 km/hr during the peak hour.
Delhi-Gurgaon trips during peak hour have almost doubled (1.1 lakhs to 2.4 lakhs) in the same
period which is essentially being met with three major roads and one metro line form Delhi-
Gurgaon that is ending at Sushant Lok and three proposed roads under this scenario.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Support Document of IMP:
Part - 7
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
7. Environmental Assessment
The rapid growth of the Indian economy has had a large amount of stress on the environment,
particularly on the quality of air. As the economy and the population continue to grow, the
demand for motorized vehicles and fuel will increase, as well. Liquid fuel consumption in the
transport sector accounted for about 30% of our total petroleum products consumption.
Motor Vehicle Population in Gurgaon
The vehicle population in Gurgaon shows a tremendous growth during the past few years.
During past four years, vehicle registration has
marked a growth rate more than 20% per
annum. Particularly personal modes have
registered a very high growth rate, cars are
growing at 30% rate, while two wheelers at
22%. Due to the absence of public transport in
Gurgaon, IPT modes are adding more in the
vehicle population. It is imperative that in
Gurgaon, on an average 250 vehicles are
getting registered daily, in which two
wheelers and cars constitute about two- third.
Also the floating population of vehicles from neighboring places, especially from Delhi is huge.
The existence of old vehicles along with high growth in the recent past really impacted the
pollution level in Gurgaon.
Existing Vehicle Emissions
The estimated vehicle emission load in Gurgaon for 2009 is presented in Table 7.1. The daily
emission constitutes about 15 tonnes of pollutants.
Table 7.1 Estimated Vehicle Emission/Day in Gurgaon for 2009 (in tonnes)
Veh. Type TSP SO2 NOX CO HC Pb Total
Car 0.02 0.03 0.23 1.15 0.18 0.00 1.61
2-Whlr 0.00 0.01 0.05 1.00 0.09 0.00 1.15
Auto 0.01 0.06 0.01 1.48 0.92 0.00 2.49
Bus 0.30 0.24 2.53 1.53 0.25 0.00 4.86
Commercial vehicles
0.30 0.24 2.53 1.53 0.25 0.00 4.86
Total 0.64 0.59 5.36 6.69 1.70 0.00 14.97
Note: based on emission factors provided by NPCB
0
20000
40000
60000
80000
100000
2005 2006 2007 2008
No
. of
Ve
hic
les
Year
Total
AR
TW
Car
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Emission under Do- minimum- 2031
The advancement in technology in the Indian automobile industry has gone a long way and has
introduced advanced emissions and energy efficient vehicles, including hybrids and electric
cars in India. Several Indian companies have begun work on hybrid vehicles – three-wheelers
with hybrid propulsion, range extender hybrid truck prototypes, etc. hence it is assumed that
emissions reduce in the future due to better technology vehicles. This intervention indicates
only a slightly higher increase in the emission by 2031 than 2009, though the trips are expected
increase three folds. Anticipated emission from vehicles under ‘do- minimum’ situation – 2031
is presented in Table 7.2.
Table 7.2: Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) under ‘Do- minimum’
scenario
Veh. Type TSP SO2 NOX CO HC Pb Total
Car 0.02 0.04 0.29 1.44 0.23 0.00 2.01
2-Whlr 0.00 0.01 0.06 1.25 0.11 0.00 1.44
Auto 0.02 0.08 0.02 1.85 1.16 0.00 3.11
Bus 0.38 0.30 3.17 1.92 0.32 0.00 6.09
Commercial vehicles
0.38 0.30 3.17 1.92 0.32 0.00 6.09
Total 0.80 0.73 6.71 8.38 2.13 0.00 18.74
Assumption: Vehicular emissions reduce due to better technology vehicles
Emission with the IMP Interventions- 2031
The proposed IMP for Gurgaon approach to reduce air pollution would include reducing the
number of vehicles on the road, by enhancing the public transport system with more buses and
Mass Transport System, along with efficient traffic management measures. This would ensure
better traffic flow and thus higher speeds and the emissions are expected to reduce to half.
Details are presented in table 7.3.
Table 7.3 Estimated Vehicle Emission/Day in Gurgaon for 2031 (in tonnes) with IMP - 2031
Veh. Type TSP SO2 NOX CO HC Pb Total
Car 0.01 0.02 0.12 0.60 0.09 0.00 0.84
2-Whlr 0.00 0.01 0.02 0.52 0.05 0.00 0.60
Auto 0.01 0.03 0.01 0.77 0.48 0.00 1.30
Bus 0.16 0.13 1.32 0.80 0.13 0.00 2.54
Commercial Vehicles
0.16 0.13 1.32 0.80 0.13 0.00 2.54
Total 0.33 0.31 2.79 3.49 0.89 0.00 7.81
Department of Town and Country Planning (DTCP), Government of Haryana
December 2010
Integrated Mobility Plan for Gurgaon Manesar Urban
Complex
Final Report
5th Floor ‘A’ Wing, IFCI Tower
Nehru Place New Delhi 110019
www.umtc.co.in
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
TABLE OF CONTENTS
Chapter 1 INTRODUCTION ...................................................... 1
Chapter 2 VISION AND OBJECTIVES ........................................... 3
2.1 The Vision .......................................................................................... 4
2.2 Objectives ......................................................................................... 4
Chapter 3 TRANSPORT GOAL ................................................... 6
3.1 Snapshots- Today ................................................................................. 7
3.1.1 Transport Characteristics and issues ................................................ 8
3.1.2 Transport Indicators- 2008 ........................................................... 13
3.2 Snapshot—Tomorrow ............................................................................ 14
3.3 Population ........................................................................................ 15
3.4 Development Plan Outline ..................................................................... 16
3.4.1 Development Plan Transport Proposals ............................................ 16
3.5 Employment ...................................................................................... 17
3.6 Transport Demand ............................................................................... 17
3.7 Mobility Plan Goals .............................................................................. 18
3.8 Stake Holder Meeting ........................................................................... 19
Chapter 4 MOBILITY PLAN STRATEGIES ..................................... 21
4.1 Land Use and Transport Strategy ............................................................. 22
4.2 Development of Mobility Corridors ........................................................... 23
4.2.1 Aggressive: Option 1_ Ring ........................................................... 25
4.2.2 Aggressive: Option II_ Grid Network ................................................ 26
4.2.3 Moderate and Realistic Strategy .................................................... 27
4.3 Public /Mass Transit Strategy ................................................................. 29
4.3.1 Higher Order Mass Transit System Strategy ....................................... 29
4.4 Non- Motorized Transport Strategy........................................................... 31
4.5 Freight Management Strategy ................................................................. 32
4.6 Traffic Management ............................................................................. 32
4.6.1 Intersection Redesign ................................................................. 32
4.6.2 Installation of Traffic Control Devices ............................................. 33
4.6.3 Traffic Signs and Markings ............................................................ 33
4.6.4 Parking Management .................................................................. 33
4.7 Travel Demand Management Strategy ....................................................... 34
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Chapter 5 MOBILITY PLAN ..................................................... 35
5.1 Mobility Corridor Plan .......................................................................... 36
5.2 Corridor Development .......................................................................... 38
5.3 Flyovers/Underpass Plan ....................................................................... 39
5.4 Public Transport/Mass Transport Plan ....................................................... 40
5.4.1 Introduction of Bus System ........................................................... 40
5.4.2 BRT Based Public Transport Plan- 2011 ............................................ 42
5.4.3 High Speed High Capacity Mass Transit System Plan- 2021 ..................... 44
5.4.4 Mass Transport Plan under ‘Moderate’ Scenario ................................. 47
5.4.5 Mass Transport Plan under ‘Aggressive’ Scenario ................................ 48
5.4.6 Complementary Proposals ............................................................ 49
5.5 Non- Motorized Transport Plan................................................................ 49 5.5.1 Install Footpaths ....................................................................... 50
5.5.2 Install Bi-cycle Lanes .................................................................. 51
5.6 Passenger Terminal Plan ....................................................................... 53 5.7 Frieght Management Plan ...................................................................... 54 5.8 Development of RoBs/RuBs .................................................................... 55 5.9 Traffic Management Measures ................................................................ 55 5.9.1 Intersection Redesign ................................................................. 56
5.9.2 Road Improvements ................................................................... 66
5.9.3 Footpath cum Drain ................................................................... 67
5.9.4 Safe Pedestrian Crossing Facilities .................................................. 68
5.9.5 Bicycle Lanes ........................................................................... 69
5.9.6 On- Street Parking Management..................................................... 69
5.9.7 Off- street Parking Facilities ......................................................... 72
5.9.8 Bus Transport .......................................................................... 73
5.9.9 Traffic Management for Market Area ............................................... 75
5.9.10 Regulation of Cycle Rickshaws ....................................................... 76
5.9.11 Regulation of Auto rickshaws ........................................................ 76
5.9.12 Enforcement ............................................................................ 76
5.10 IMP Outcome ................................................................................... 78
Chapter 6 INVESTMENT PROGRAMME ....................................... 79
6.1 Cost Estimation .................................................................................. 80 6.2 Phasing ............................................................................................ 80
6.3 Funding Options.................................................................................. 81 6.4 Project Profile ................................................................................... 82
Chapter 7 INSTITUTIONAL FRAMEWORK .................................... 96
7.1 Present Institutional Set-Up ................................................................... 97 7.2 Issues with the Present Institutional Set up ................................................ 98 7.3 Proposed Institutional Framework............................................................ 99
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
1
Chapter 1
Introduction
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
2
The Integrated Mobility Plan
(IMP) for Gurgaon-Manesar
Urban Complex (GMUC) seeks to
create an integrated land use
transport plan keeping in view
the objectives of the National
Urban Transport Policy (NUTP).
The IMP will aim to guide all
investments to happen in
accordance with the plan so
that an overall mobility vision is
not lost. The Mobility Plan will
emphasize movement of people
and goods and not just motor
vehicles, and hence will give
priority to public transit and
non-motorized modes.
It is anticipated that by 2031, the population within GMUC will be about 43 Lakhs, which
will be about 3 times higher than the present population. The proposed SEZs in and around
GMUC are expected to generate huge employment in the area. This would further increase
the population if these SEZs will come up within the stipulated time. The peak hour
motorised transport demand estimated for 2031 is about 3.7 Lakhs, which is currently only
1.3 Lakhs. The impact of this high demand on the transport infrastructure of GMUC will be
huge and critical.
Plans are made and a number of projects are underway by various agencies/institutions
responsible for planning and implementing transport projects for GMUC. This IMP will help
to have an integrated approach to improve the transportation infrastructure in Gurgaon
with co-ordination and streamlining of activities of different agencies.
This report apart from formulating a transport improvement roadmap for the future
includes suitable transport investment program for GMUC including short, medium and
long- term projects that fits into the Mobility Plan.
While the IMP reaches out into the future (20 year horizon) with growth and fluctuations
seen in our fast growing economy, the fundamentals of the IMP need to be revised at least
every five years, if not earlier. While for our planning, we have considered a horizon year
employment in the region as 18.5 Lakhs, if the economy has its way this will be 59 Lakhs as
can be seen from our ‘Optimistic Land use Scenario’.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
3
Chapter 2
Vision and Objectives
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
4
2.1 The Vision
The mobility plan seeks to “move people, not vehicles”. By emphasizing the pre-eminence
of public transport and goods transport and integrating the land use with transport
networks, with encouraging
non-motorised transport it
seeks to achieve the
objectives of the NUTP in
GMUC. The IMP vision for
transport in GMUC ensures that the GMUC will have a high class sustainable and efficient
transport infrastructure that will meet the needs of the economic developments that are
proposed in the area.
2.2 Objectives
Gurgaon has developed as an industrial, IT, BPO and commercial hub. Multinational
companies, large business houses, foreign investors, Non-Resident Indians (NRI) are
continuing to invest in Gurgaon. Rapid urbanization, population growth, growing economy
and emerging employment opportunities in the region have placed an enormous demand
for quality in transport infrastructure. Apart from being plagued by huge gaps in
infrastructure to serve the current population, GMUC faces common challenges like
deficient public transport, traffic congestion, deteriorating roads, pollution, etc.
The objective of the Integrated Mobility Plan is to develop a transportation vision, set goals
and objectives based on the defined
vision and develop specific actions in
the form of short, medium and long
term transportation improvement
proposals that will achieve the
transportation vision for the area. In order to attain the vision, the mobility plan seeks to
make public transport facilities available to all residents within a reasonable distance from
their homes, work places and other destination points. It also seeks to encourage greater
use of non-motorized modes by making their use safer. Recognizing that GMUC is a rapidly
growing area and travel demand is expected to grow, there is no escape from having to
decongest some of the highly choked areas and intersections. This is being suggested
“To ensure that the Gurgaon - Manesar Urban Complex
will have a high class sustainable and efficient transport
infrastructure that will meet the needs of the economic
developments proposed in the area”
To develop a transportation vision, set goals and
objectives based on the defined vision and
develop transportation proposals that will
achieve the transportation vision
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5
because long idling of motor vehicles at crowded junctions and corridors adds to pollution
and unnecessary use of an imported fuel and also global warming. The estimated daily
vehicular emission in Gurgaon is about 15 tones currently. If the situation continues by
2031, this will increase to 18 tones, even with better technology vehicles. The emission
estimated is presented in Part 7 of the Support Document of the IMP.
In order to address the existing and envisaged mobility situation in 2031 and to fulfill the
vision stated above, the following objectives need to be achieved:
Integration of land use and transport-connectivity between the areas of activities
within the GMUC
Accessibility within and outside GMUC
Better connectivity with Delhi
Increased use of Public Transit
Improved non-motorized and pedestrian facilities
Improved safety of travel
Reduction in pollution
National Urban Transport Policy
The National Urban Transport Policy (NUTP) has been formulated by the Ministry of Urban
Development in 2006 to transform the current urban transport system into a safe,
convenient and efficient transportation system across all urban areas in India. The
objectives of the NUTP are:
Integrating land use and transport planning
Priority to the use of public transport
Integrated public transit system
Pedestrian facilities and pathways
Non -Motorized Vehicle Traffic
Parking and Freight management
Capacity building
Pollution Reduction
The IMP essentially will suggest various actions that lead towards the vision guided by the
general objectives of the NUTP.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
6
Chapter 3
Transport Goal
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
7
3.1 Snapshots- Today
GMUC has witnessed tremendous
urbanization since the past two
decades, due to public- private
participation in land development,
automobile industries, IT and BPO
industry. The advantages that GMUC
has are its proximity to Delhi, to the
International Airport and the Delhi-
Jaipur national highway - NH8. This has
encouraged huge real estate
development along this highway and
other main arteries connecting Delhi
with Gurgaon. The establishment of
Maruti Udyog Ltd. in the early eighties
and its ancillary units such us Mark
Auto, Bharat Seats, Machino Plast and
others in the mid-eighties marked a new
era of industrialization in Gurgaon.
Further, private developers have
already embarked on developing
residential colonies with high-rise
buildings which have added a new dimension to the pattern of urban growth in GMUC. The
residential development in the period
1980-1990, mainly took place on the
northern side of the Defense area south-
western and south-eastern side of the
town. Further, the growth has also
taken place in a dispersed fashion. The
trend in 1990’s has exhibited a faster
pace of population growth in GMUC as
the skilled and semi-skilled work force
moved from Delhi to Gurgaon. The main
development during this period took
place on the south-eastern, south-western and in various pockets developed by colonizers.
Household Interview Surveys indicated that
• Per Capita Trip Rate is 1.2
• Average Trip Length is 7 KM
• Personalized Mode Share is 60%
• Walk-Cycle Mode (NMT) Share is 33%
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
8
Gurgaon has grown mainly along NH8. The growth of the residential colonies, industrial
areas, hotels, shopping malls, golf course and corporate houses reveal that Gurgaon can be
compared to any modern city of today.
There are many other economic drivers of GMUC. The city has emerged as the third biggest
IT centre in the country and holds 10 percent share in the country’s software exports. Call
centers and BPOs employ roughly 2 Lakh (0.2 Mn) people.
A number of SEZs/ employment centers are expected to come up in GMUC. These
developments are expected to generate huge employment opportunities in Gurgaon in the
future and the impact on the transport infrastrucutre will be massive. Hence it is vital to
adopt innovative approaches to develop GMUC in a systematic and coordinated manner, the
seriousness of urban problems due to sudden population rise has been accelerating and
threatening the urban-environmental conditions in GMUC.
In order to prepare the mobility plan for GMUC to cater to the transport demand for the
next twenty years, the mobility issues of the present system has been elicited. This has
been carried out based on primary surveys and secondary data collected as part of the
study, the details of which are presented in Part 1 of the Support Document of the IMP.
3.1.1 Transport Characteristics and issues
The important transport characteristics and issues in Gurgaon that leads to traffic problems
and inefficient mobility of people are the following:
Public Transport
GMUC lack proper organised public transport for
local/intra -city transport.
As an initiative by the Government, 40 CNG buses
have been introduced recently for intra-city movement and on Delhi-Gurgaon
route.
About 100 private mini buses are operated from
Gurgaon bus stand to various towns/villages in the
vicinity such as Najafgar, Bahadurpura, Maruti
Udyog, IMT Manesar, Pataudi, etc.
About 125 interstate buses are operated between Gurgaon and various States/cities
daily.
Six- seater auto rickshaws are operating on many routes in the city.
Gurgaon has very minimal public transport hence very high usage of personalized modes
Vehicle ownership of
residents in Gurgaon is 0.81
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
9
The operations of these auto rickshaws are not organised and lack designated
locations for parking and stopping.
Road Infrastructure
The present road network of GMUC constitutes about 220
kms of roads. 58% of roads in GMUC are two lane roads,
leading heavy traffic congestion on the streets in GMUC.
Unorganized and haphazard
parking and encroachment
on roads leads to further
reduction in road capacity.
Street lights are available
only on 20% of roads in
Gurgaon.
Water logging is acute on
roads.
Proper marking and signage
are absent on many roads.
Many roads lack good riding
surface.
Traffic
Speed and Delay Surveys indicated low operating
speeds during peak hours.
Traffic volume counts indicated several oversaturated
juntions and links.
Journey speed is found to be low on Basai road,
Railway road, Mehrauli- Gurgaon road, etc.
Delays on traffic flow are mainly due to junction delay, uncontrolled pedestrian
movement, improper location of bus stops and bad road condition.
8 lane roads: 10% 6 lane roads: 5% 4 lane roads: 27%
2 lane roads: 58%
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
10
Intersections
Junction Turning count surveys indicated that several
junctions are congested during peak hours, especially
those on the NH 8 expressway.
IFFCO Chowk, Rajeev Gandhi Chowk, Sukrali Chowk,
Shankar Chowk and NH8 – Manesar Industrial Estate
Chowk have very high peak hour traffic in the order of
10,000 PCU.
IFFCO Chowk is the only signallised junction in GMUC,
but is operating without a pedestrian phase though
pedestrian movement/crossing is very high.
Except Lt. Atul Kataria Chowk, all other junctions lack
proper foot path.
All junctions lack markings and signage and safe pedestrian crossing facilities.
Non-Motorized Transport Facilities
The share of non- motorised vehicles (NMVs) on Gurgaon
roads varies between 5% and 20% during peak hours
No separate lanes available for NMVs which forces them
to share the main stream and leads to unsafe traffic
conditions on the roads
Limited pedestrian crossing facility is
available in GMUC.
Roads with usable footpath are significantly lower than
23% and pedestrians are forced to walk on the
carriageway on many roads
Foot path is not available throughout the road length
and is unusable on many roads.
Footpaths are also encroached by hawkers and vendors
or with obstructions like transformers and trees.
Parking
Parking demand is huge in Gurgaon, but off-street
facilities are absent
Vehicles are parking on streets haphazardly interfering
with the traffic
NMV facilities non- existent in Gurgaon
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
11
Parking survey on roads indicated that more than 80% of
the vehicles are parked for short period (less than one
hour). Short- term parkers are predominant at
commercial areas.
About 11000 vehicles are parked on various roads in
Gurgaon on a normal working day with maximum parking
on M.G. road.
Safety
Fatal accidents account to about half of the total accidents recorded.
Number of accidents are increasing at the rate of 6% per annum.
Accident prone locations include major junctions like IFFCO Chowk, Sukhrali
Chowk, Rajeev Chowk, Manesar Chowk, etc.
Bus Terminals
Interstate and local mini buses are operated from the bus terminal located near
Fountain Chowk, is in the heart of the city.
The area available for the terminal is limited.
The entrance and exit of the terminal are narrow.
Access roads leading to the bus terminal are narrow and encroached by parkers,
hawkers and shop keepers.
Inadequate facilities are available within the bus terminal in terms of bus bays,
boarding alighting platforms and circulation area.
No parking space present for two wheelers, cars, auto rickshaws, which are found,
parking around Fountain Chowk area.
Through traffic
The Origin- destination surveys conducted at the outer cordon locations revealed
that through traffic (bound between places outside of GMUC) is significant on all
major transport corridors. More than 70% of commercial vehicle trips and about
50% of passenger trips are bound between places beyond GMUC.
Ring roads/bypasses are absent forcing through traffic to use Gurgaon roads.
Truck Movement
About 13% of vehicles crossing the outer cordon points of the study area, which
constitutes about 40,000 vehicles, are goods vehicles in which about three- fourth
of goods vehicles move between places outside of Gurgaon.
On an average, about 5000 trucks enter and leave Manesar industrial area daily.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
12
About 900 trucks enter and leave Gurgaon in a day from/to other industries in
GMUC.
Even with such huge demand, truck terminals are not present in Gurgaon.
During day time, these vehicles are parked along roads near industries, which is a
traffic hazard.
The mobility issues of these trucks/trailers also a concern in Gurgaon.
Other Issues
Connectivity with New Delhi: The three roads connecting Delhi and Gurgaon are the NH8
expressway, MG road and Old Gurgaon road. As per the count conducted on these three
roads, the daily PCU on these road sections between Delhi and Gurgaon is in the order of
1.3 lakhs, 0.7 lakhs and 0.5 lakhs respectively. This is only bound to increase in the future.
At present considerable thought and work is going on to increase throughput.
Delhi Metro Extension to Gurgaon: Plans to extend
the Delhi Metro from Ambedkar Colony in New Delhi to
Sushant Lok in Gurgaon (Phase 1: 14.5 kms) have now
been formally approved by both Delhi and Haryana
Governments. The construction work is moving at a fast
pace and the metro is expected to be fully functional by
2010. Gurgaon will have stations on this line at Garden
Estate, Sikanderpur, DT City Center, IFFCO Chowk and
Sushant Lok.
DMRC in the revised master plan- 2021, has proposed a
metro link connecting Sushant Lok station with Dwaraka
line (sector 21) as part of Phase III.
The DLF Rail link, a 3 Km link between Sushant Lok station and DLF city is also cleared for
construction.
New road proposals: The development plan- 2021 proposes a number of new roads to
improve the mobility between Delhi and Gurgaon- Manesar Urban complex
Connectivity between Gurgaon and Manesar: The connectivity between Gurgaon and
Manesar is also critical as both the areas are expected to grow together. There are three
roads, connecting Gurgaon and Manesar. They are, NH8, Khandsa road and Pataudi road.
But currently, the connectivity is provided mainly by the expressway. The road condition of
the other two roads is poor. Currently, mini buses are operating between Gurgaon and
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
13
Manesar to meet the public transport need of the people. The truck traffic also uses these
roads to access Manesar.
3.1.2 Transport Indicators- 2008
A set of performance indicators has been developed for GMUC and are presented here.
These indicators are adopted from “Study on Traffic and Transportation Policies and
Strategies in Urban Areas in India”, 2008, a study carriedout by the Ministry of Urban
Development. The values of the indicators have been estimated from the primary and
secondary data collected as part of the present study.
Parking Index (Parkable Road Length/Road Length) - 18%
2008 Transport Indicators
Non
Motorized
Non-Motorized Travel Index (% of NMT Trips in Total Trips) - 33%
Network Speed (Average Journey Speed) – 23 kmph
Public Transport Mode Share (PT Trips/Total Motorised Trips) - 10%
Walkability (Footpath Length /Road Length) – 23%
Cyclability (Cycle path Length /Road Length) - 0%
Fatality Index (No. of Fatalities/Lakh Population) - 18
IPT Index (Registered IPT Vehicles/Lakh Population) - 450
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
14
3.2 Snapshot—Tomorrow
Gurgaon has emerged as a prominant
industrial, IT, BPO and commercial
hub. The integrated approach in the
Industrial Policy of Govt. 1999) to
develop industrial infrastructure, have
boosted up the industrial sector in
Gurgaon. There are around 260 large
and medium scale industrial units and
8000 small-scale units spread over an
area of 370 sq km. In addition to the
city of Gurgaon, IMT Manesar also has
been developed as a satellite industrial town. Types of major industries in Gurgaon are:
Engineering and Automobile
Chemicals and Pharmaceuticals
Plastic and Rubber
Leather and Leather Products
Textile and handloom
Readymade garments
Food Processing and Agro based
Electrical, Electronics and telecommunication
Information Technology & BPO Industry
Growth of Manesar: Manesar has become the home to global industrial units and now an
integrated part of the millennium city, it's a mega-city in the making. With the commercial
and residential hub in Gurgaon and the industrial base in Manesar, the entire district is
expected to gain an upper hand over Noida in the National Capital Region. Managed by
Haryana State Industrial and Infrastructural Development Corporation (HSIIDC), the
industrial area is spread over 5,000 acres. Manesar is located on the intersection of NH-8
and the proposed Kundli-Palwal-Manesar Expressway; it is extremely well connected to
both Delhi and Gurgaon. Under the integrated development plan, the residential sectors in
Manesar has increased from one to four to allow the staff to stay around the industrial units
and be able to simply walk to office. For developers also, Manesar has become a hot
destination.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
15
Haryana Government has taken many initiatives to boost the economic growth of the
region. Some of the major ones are described below.
Kundli- Manesar- Palwal (KMP) Global Corridor and prposed developments along the
corridor
Development of Special Economic Zones (SEZs): Major SEZs are proposed around
Gurgaon- Manesar area are Reliance Haryana SEZ (RHSEZ), Raheja SEZ, DLF Cyber
SEZ, Raheja Engineering SEZ, Uppal SEZ, Emmar MGF SEZ, DLF SEZ, IREO SEZ, etc
The proposed DLF Cyber city is expected to generate about 5 lakh and the RHSEZ
about 23 lakh employment.
3.3 Population
Population growth in the
GMUC has recorded a natural
growth till 1991 (135,884).
Since 1991, public sector
and licensed colonizers in
private sector provided the
thrust for achieving planned
development and high
population growth rates. As
per census- 2001, the
population was 4.2 lakhs.
The estimated population
for 2008, based on
secondary sources for GMUC
is about 16 Lakh.
In 2001, the population density of GMUC was 1,124 persons/ sq. km. The density of the
zones varies with land use such as proximity to the transport corridors, commercial centers
and prime residential areas. As per the estimated population from secondary sources, the
present population density has increased to about 4,400 persons/ sq. km.
Density Pattern 2008
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
16
3.4 Development Plan Outline
The department of Town and Country Planning
Department of Haryana State prepared the
final development plan for Gurgaon - Manesar
Urban Complex which has been approved in
February 2007. The Development Plan controls
the developments in GMUC area till 2021. An
outline of the Development Plan is given in
Part 2 of the Support Document of the IMP.
As per the Development Plan 2021, the
GMUC will accommodate a population of 43
lakhs. Major contributors of population
growth will be the proposed world class
industry specific parks and special economic
zones.
3.4.1 Development Plan Transport Proposals
The Development Plan- 2021 prepared by the Govt., has proposed a number of transport
proposals to cater to the increased transport demand. The proposals include:
90m wide road link
between Vasant Kunj in
Delhi and Mehrauli road
in Gurgaon.
90m wide road link from
Andheria Mor in Delhi to
Gurgaon- Faridabad road
in Gurgaon through
Mandi and Gual Paheri.
Density Pattern 2021
Development Plan 2021
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
17
150m wide road between Dwaraka to Palam Vihar in Gurgaon.
150m wide northern peripheral road and
90m wide southern peripheral road.
Extension of DMRC metro lines (1) Sushant Lok Phase I and (2) Dwaraka line to
Manesar and upto the KMP corridor.
3.5 Employment
Gurgaon- Manesar Urban Complex is expecting a tremendous growth in employment in the
next two decades. The various employment centers that are expected to generate massive
employment in GMUC are:
IMT Manesar: 5000 acres
DLF Cyber SEZ: 20,000 acres
Phase I development of RHSEZ
Town center proposed by IREO SEZ in sectors 58, 59 and 61: 300 acres
Raheja Engineering SEZ: 268 acres
Uppal SEZ: 270 acres
Emmar MGF: 13,400 acres
Raheja Haryana SEZ: 5,000 acres
If all these ambitious SEZs in and around GMUC will see the light of day within the
stipulated time, they are expected to generate a total employment of about 50 lakhs,
which is higher than the projected resident population of GMUC. Three landuse scenarios
have been adopted to estimate the future travel demand of GMUC, which are explained in
the next Chapter. The list of notified SEZs in Gurgaon district are presented in Part 3 of
the Support Document of the IMP.
3.6 Transport Demand
Based on a growth scenario called as Realistic (details are presented in the next chapter),
the transport situation, with minimum intervention is shown for the year 2031 as predicted
by the Transport Demand Model developed for this specific purpose. (Demand Model
development is presented in Part 6 of the Support Document to this IMP). This scenario
assumes that the present facilities will continue with the DMRC Delhi- Gurgaon line upto
Sushant Lok Phase I and KMP corridor implemented. It also assumes that the three proposed
roads to connect Delhi and Gurgaon in the Development Plan- 2021 will be constructed.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
18
It is predicted that PT share will decline further to one-third by 2031. The transport
system in GMUC will be under tremendous pressure unless suitable measures be undertaken
to improve mobility. The situation predicted is one that is not sustainable and in an event
on not doing anything even achieving realistic projections will not happen.
Peak Hour Motorised Transport Demand ( Do- minimum under realistic scenario)
3.7 Mobility Plan Goals
The transport situation will only continue to worsen if appropriate measures are not taken.
Do- minimum forecasts show network speeds of 11 kmph in 2031, a really serious and
unsustainable situation. The Goals have been defined based on the Vision and the
objectives of this IMP. The goals were set in consultation with GMUC and the Stakeholders.
The mobility strategies (addressed in the subsequent chapter) developed will aim at
attaining these goals.
The goals set for Gurgaon is illustrated below.
Mode Trips
Nos./% (2009)
Trips Nos./% (2031)
44174 (34%)
132934 (36%)
57441 (44%)
169860 (46%)
12909 (10%)
51697 (14%)
15617 (12%)
14770 (4%)
Total (motorised)
130140
369260
Speed (KMPH) 22 11
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
19
3.8 Stake Holder Meeting
A meeting has been conducted with the objective of bringing together the decision-makers
and stakeholders to elicit their views and opinion on the mobility plan vision and the
proposals in the Draft Mobility Plan. Appropriate suggestions from the stake- holders have
been included in the Final IMP. Important proposals from stake holders are as follows:
Provision of Vehicular Subways in front of MGF Mall and Lifestyle Mall, Sector 55-56
Master Plan Road and 55/56 T point, Iffco Chowk, South City Chowk, Sector 31 T
point, Rajiv Chowk, DLF SEZ, In front of Infinity Tower and Cyber Green, Shankar
Chowk, Hero Honda Chowk, Islampur, Badshahpur, Bhondsi, etc.
Providing Pedestrian Subways at Cyber City Sector Road, Badshahpur, Islampur, DT
City Centre, Sahara Mall, Hero Honda Chowk, Mahavir chowk, Agrasen chowk,
Dakkhana (Post Office) Chowk, Sohna Chowk.
Provision of Parking Lots at Jail Ground, Goushala ground, In front of hotel Gruvi,
Sikanderpur power station, Rehdi market - jail ground, Nehru park.
Providing Bus shelters/ bays on major roads.
Improve drainage system to avoid water logging on main roads.
Removal of Illegal hoardings and ban Mobile Display vans.
Strict enforcement to control cycle rickshaws, road side vendors and hand carts.
Provision of road markings and signage.
Closure of median openings at critical locations.
Indicators Do Nothing Benchmark
Average Journey Speed 11 Kmph 30 kmph
Public Transit Share (motorised) 4% 70%
Walkability (Footpath Length /
Road Length 5-10% 100%
Cyclability (Cycle path Length /
Road Length 0% 30-50%
Fatality Index (Fatalities/ Lakh Population) 20+ Reduce by 50%
On- Street Parking Index 30-50% 0-5%
Non-Motorized Travel Index 15-20% 30-50%
Emissions/hr (per square km) 5 kg Reduce by 50%
2031 Transport Indicators
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
20
Signalization at major intersections.
To set up multi-level parking lots at three main city areas near the mini
Secretariat, the Sector-29 commercial complex and on Kaman Sarai on Sohna road.
To develop seven multi-level parking lots at Sectors 10, 29, 43, 47, 48, 52 and the
City Centre before Commonwealth Games 2010.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
21
Chapter 4
Mobility Plan Strategies
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
22
Solutions for GMUC transport improvements cannot be achieved by a single strategy. The
mobility goals for GMUC will need to be addressed through a multipronged approach. The
following strategies need to be adopted in tandem to meet the various goals set for GMUC.
I. Land Use and Transport Strategy
II. Mobility Corridor Strategy
III. Public Transit Strategy
IV. Non-Motorized Transport Strategy
V. Freight Management Strategy
VI. Traffic Engineering Measures
VII. Travel Demand Management Strategy
All the listed strategies are equally important and the order of listing does not imply
priority. Each of the broad strategies includes sub- strategies of immense importance. The
strategies when implemented through specific projects shall fulfill the goals and objectives
of the IMP. The sections below discuss these strategies.
4.1 Land Use and Transport Strategy
Considering the anticipated growth in GMUC in the future, the expected population and
employment has been projected under three scenarios namely, ‘Aggressive scenario’ ,
‘Moderate scenario’ and ‘Realistic scenario’. In the ‘Aggressive scenario’, all proposed
SEZs are expected to come up within the stipulated time, while ‘Moderate scenario’
assumes a lesser growth of the SEZs, compared with the ‘Aggressive scenario’. The
‘Realistic scenario’ assumes a very low growth keeping in view the global economic
meltdown.
Aggressive Moderate Realistic
• All proposed developments in and
around GMUC will see light in the
stipulated time
• GMUC Population projected for
2021 is in accordance with
projections by revised DP and
additional 6 lakhs in the nodes
around GMUC
• Only 50% of the developments
will see light in the stipulated
time
• GMUC Population projections
are accordance with
projections by Water Supply
Dept. and additional 6 lakhs in
the nodes around GMUC
• 15% of proposed growth
nodes (outside GMUC)
would only happen keeping
in view the economic
meltdown
• GMUC Population
projected for 2021 that is
43 lakhs would happen only
in 2031.
“The complex transport situation needs a multi pronged
approach“
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
23
Population and employment projected under the three mentioned scenarios are presented
below. The major employment centers and the expected population and employment in
GMUC area in the future under the three scenarios are presented in Part 4 of the Support
Document of the IMP. Various assumptions made under the three scenarios and the
zonewise population and employment projections are detailed in Part 5 of the Support
Document of the IMP.
The work participation ratio under‘aggressive scenario’ is worked out to be above 1.0,
while that has come down to 0.75 and and 0.45 for ‘moderate’ and ‘realistic’ scenarios
respectively. In all cases, the ratio is higher than the national average and hence the
corresponding travel demand will be huge.
4.2 Development of Mobility Corridors
By designating certain roads as mobility corridors, the transport corridors get priority for
increasing the throughput as well as congestion would then be focused and appropriate
solutions would be identified.
Experience indicates that as speeds of public transport
vehicle reduce, travel times increase to such an extent
that commuters look for personalized modes of travel.
In addition to the user travel preferences the road
design and operations also have a bearing on traffic
congestion. Congestion results in lower speeds for all vehicles and more so for public
transport vehicles. In essence, a mobility corridor maximizes throughput of people focusing
on mass transport and NMT, rather than vehicular traffic”
Scenario 2021 2031
Population
Aggressive 4,934,000 6,635,000
Moderate 4,292,000 5,787,000
Realistic 2,241,000 4,312,000
Employment
Aggressive 4,998,000 5,919,000
Moderate 3,251,000 3,892,000
Realistic 1,024,000 1,850,000
“In essence, a mobility corridor maximizes throughput of people focusing on mass transport and NMT, rather than vehicular traffic”
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
24
Priority for through traffic Interconnected Signals Min. 4 ln, Des. 6-8 ln Continuous Footpath & cycle
lanes Restricted on-street parking Strategic paid off-street
parking Service lanes Turning lanes PT corridors Bus bays FOB/Subways
Inner Ring & Outer ring
The mobility corridor plan is supplemented with an extensive bi-cycle network that is both
interconnected and continuous that reinforces and feeds into the public transport
corridors. As it is of utmost importance that every road must have a walkable and usable
footpath and no separate footpath plan is provided. For an efficient passenger dispersal
system from the public transport corridors, at-grade/grade separated pedestrian crossings
are planned. In order to improve the mobility of the corridors and pave way for the public
transport corridors an effective parking management plan that complements the corridor
plan is identified.
The above strategy is sought to be implemented through the following broad approach:
Identification of a number of trunk
mobility corridors along which
low/medium/high capacity public
transport systems would be considered
based on a scientific and detailed
alternatives analysis. The mass transport
system to be integrated with the DMRC
proposed plans. This will enhance the
connectivity with Delhi.
Providing alternative routes to bypass
certain area. For this purpose, ring
corridors have been suggested to enable the core city area to be bypassed.
Providing bypass routes for long distance commuter and truck traffic so that they
do not have to travel through the city roads.
Providing network/systems to connect the newly developing areas in and around
GMUC.
Providing a network of dedicated cycle tracks, footpaths and safe pedestrian
crossings.
Providing flyovers/under passes in heavily congested junctions/intersections to
reduce idling traffic.
The framework for the urban transport network strategy has been evolved for the three
scenarios separately for ‘Aggressive’, ‘Moderate’ and ‘Realistic’ scenarios in the following
manner:
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
25
4.2.1 Aggressive: Option 1_ Ring
In this scenario, we assumed that all SEZs proposed will see light of day and hence the
pressure on the network will be even more intense. Consequently, the mobility network
has been developed considering the following:
Improvement of existing transport network
Connectivity to Delhi and to the newly developing areas in GMUC.
Connectivity to Delhi, to the newly developing areas in GMUC and two ring roads
such as Inner ring and Outer ring to connect various areas in GMUC.
Connectivity to Delhi, to the newly developing areas, two ring roads and strong
connectivity to the proposed developments outside GMUC.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
26
4.2.2 Aggressive: Option II_ Grid Network
Another option of development of a network is in the Grid Manner. This has been tested
under ‘Aggressive scenario'.
The two options have been tested using the transport demand model and a comparison has
been made (year 2021). Option 1 (with ring development) is found better performing than
option 2 (with grid network). The ring network is generally adopted as the preferred
network development approach.
Mode Ring
Option Grid
Option
45708 (12%)
53326 (14%)
68562 (18%)
72370 (19%)
19045 (5%)
247584 (65%)
26663 (7%)
228540 (60%)
Total (motorised)
peak hour trips
Speed (KMPH)
380900
30
380900
28
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
27
4.2.3 Moderate and Realistic Strategy
In the ‘moderate strategy’, the very ambitious plans of the private sector are limited to
the present approved plans and only an employment of 32 lakhs by the year 2021 is
planned, while in the ‘realistic scenario’ assumes only 10 lakhs employment by 2021 taking
into account the global economic meltdown. Mobility corridors which essentially serve on
public transport corridors based on the demand warrant have been considered for
establishing:
Improvement of existing transport network.
Connectivity to Delhi and to the newly developing areas in GMUC.
Connectivity to Delhi, to the newly developing areas in GMUC and two ring roads
such as Inner ring and Outer ring to connect various areas in GMUC.
Connectivity to Delhi, to the newly developing areas, two ring roads and
connectivity to the proposed developments outside GMUC.
The phasing of the mobility plan have considered the development of the strategy
based on the moderate land use with the clear direction that along with the moderate
developments in the realistic scenario being approved and the systems selected need
upgradation.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
28
The transport demand as predicted by the model for the year 2021 under the two scenarios
is presented below.
Mode
Moderate scenario
Realistic scenario
40970 (14%)
29700 (15%)
61454 (21%)
35640 (18%)
20485 (7%)
11880 (6%)
169731 (58%)
120280 (61%)
Total (motorised) peak hour trips
292640
198000
Speed (KMPH) 30 30
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
29
4.3 Public /Mass Transit Strategy
Volume to capacity ratios on the
major roads connecting Delhi to
Gurgaon (MG road and Old NH road)
has already crossed 1 and need
urgent attention. Also the predicted
volume to capacity ratios of major
corridors within Gurgaon (realistic
scenario- 2031) is generally very
high.
Operating buses in the kind of a congested network will be very difficult. However, to
meeta norm of 20 buses per lakh population, GMUC will require about 300 buses.
The requirement of mass transport system has been tested with the transport demand for
2011, 2021 and 2031. It is expected that the
Passenger per Hour per Direction (PPHPD) in
the transit network, along many of the major
corridors, would be more than 10000 PPHPD.
Bus augmentation alone will not be able to cater to the increased public transit load. The
strategy for Public Transport improvement hence will be:
Introduction of an organised bus transport immediately.
Higher Order Mass Transit System in the future
4.3.1 Higher Order Mass Transit System Strategy
Public transport corridors for
BRT/LRT/Mono-Rail or Metro
are presented here. These
corridors can be on existing
transport network system
either at grade or grade
separated, depending upon
the right-of-way (RoW)
available.
Various parameters such as
performing capacity,
geometric constrains, capital
& operating costs, alternative
Realistic scenario- 2031
Road V/C Ratio at Level of
service C Speed (Kmph)
Old NH8 1.6 7.0 Pataudi Road 1.4 11
Basai Road 1.5 11
MG Road 2.1 10
Faridabad Road 2.1 6.0
Sohna Road 1.3 19.0 Khandsa Road 1.8 11.0
Introduction of bus transport on existing
corridors
Higher Order Mass Transit System for the
future
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
30
analysis etc. would determine the mass transit option on a corridor. Comparison of
different types of transit systems is presented below. It provides a preliminary guidance in
deciding upon the type of system to be selected for a city.
Transit Mode Commuter Rail Metro Monorail Light Rail
Transit Bus Rapid Transit
ROW Options Exclusive ROW General railroad Mixed traffic
Exclusive ROW Grade separated
Exclusive ROW Grade separated
Exclusive ROW Semi-exclusive Mixed traffic lanes
Exclusive ROW Semi-exclusive Mixed traffic lanes
Station Spacing (Km)
3 to 15 1.5 0.75 to 1.5 0.75 to 1.5 0.4 to 1.5
Vehicles
Locomotive with set of passenger coaches
High platform cars operating in multiple car trains sets
High platform cars operating in multiple car trains sets, electric propulsion
Articulated, double articulated low floor, can operate in multiple car sets, electric propulsion
Standard, articulated or double articulated, low floor or high platform, diesel, diesel/hybrid propulsion or ETB
Seated Capacity 90-185 per car 60-80 per car 30-75 per car 65-85 per car 40 standard 65 articulated 85 double art.
Average Speed 40-70 kmph 25-55 kmph 25-40 kmph 25-50 kmph 25-40 kmph
Passenger throughput
> 40,000 PPHPD Up to 40,000 PPHPD
Up to 20,000 PPHPD
Up to 20,000 PPHPD Up to 8000 PPHPD
Min. Curve Radius
50m 40m 75m 25m 13m
App O & M Cost per km
40-60 Lakh 100-200 Lakh 40-60 Lakh - MRL
50-60 Lakh -
App Capital Cost per km (2008 Rates)
100-120 Crores 200 Crores 80 - 130 Crores 100 Crores 15 Crores
Implemented Cities (International)
Moscow, Jakarta, Johannesburg, Buenos Aires
Bangkok, Kuala Lampur, Mexico City, Cairo
Tokyo, Kuala Lampur, Sydney, Seattle
Hongkong, Shanghai, Kuala Lampur
Istanbul, Taipei, Leeds, Bogota, Curitiba, Pittsburgh, Adelaide
Implemented Cities (India)
Mumbai, Chennai, Kolkata, Hyderabad
Delhi, Kolkata - - Indore, Pune, Delhi, Ahmadabad
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
31
4.4 Non- Motorized Transport Strategy
Though the Non- motorised transport (NMT) trips in Gurgaon is significant, the facilities are
totally inadequate. NMT strategies focuses on the following:
Provide footpath on entire road network and cycle lanes on mobility corridors
Provide adequate walkway widths.
Maintain foot path surfaces. Prevent
vendors, pavement dwellers, vehicle parking
and other uses from blocking footpath.
Establish connected walking networks.
Create bicycle lanes, where bicycles composition is high and on mobility corridors.
Integrate cycling with transit.
Provide bicycle parking/rickshaw stands.
Address security concerns of pedestrians and cyclists
Develop /encourage bike rentals/sharing
Bicycle lane on all mobility corridors
Foot path on entire road network of
GMUC.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
32
4.5 Freight Management Strategy
The industrial growth of Gurgaon and Manesar area and the development of KMP corridor
demand a suitable freight management strategy for GMUC. Various strategies of increasing
the efficiency of freight and commercial transport in Gurgaon include:
Route management of cargo Movement between Manesar and Airport
Develop Freight Terminals.
Use of small and medium size vehicles with modern emission controls in the central
city areas.
Restricted delivery times in central business districts (8 AM -8 PM prohibition)
4.6 Traffic Management
Traffic Engineering and Management must be given high priority in Gurgaon. The strategies
are intended to improve the traffic situation without extensive investments. Key
measures include:
Intersection redesign
Traffic control devices
Traffic signs and markings
Parking management
Area Traffic Control (ATC) and ITS, etc
4.6.1 Intersection Redesign
Road intersections present not only safety problems as
accident rates are usually higher at intersections than at
other sections of the road. But the capacity and efficiency
of the road network is dictated by the intersections.
Significant capacity enhancement could be achieved by
redesigning the junctions by proper channalization, turning
restrictions and phasing. It is imperative that all
intersections need to be optimised and maintained at
optimum throughput levels.
After
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
33
4.6.2 Installation of Traffic Control Devices
Traffic Signals Will have the following advantages:
Provide for the orderly movement of traffic.
Increase the traffic-handling capacity of the
intersection.
Reduce the frequency and severity of certain types of
accidents, especially right-angle collisions.
Are used to interrupt heavy traffic at intervals to permit the pedestrians to cross
the road.
As a strategy, every important junction in GMUC must be provided with traffic signals.
4.6.3 Traffic Signs and Markings
Proper signs must be installed at appropriate locations. All the
traffic signs should be facilitated as per the guidelines provided in
IRC publication 67-2001 “Code of Practice for Road Signs”.
One of the key deficiencies observed on GMUC roads are the absence
of road markings. Road markings are not only a very important
safety device, but also serve in beautifying the road.
Another key element that must be given appropriate importance is
street furniture. It includes benches, bollards, post boxes, phone
boxes, streetlamps, street lighting, traffic lights, traffic signs, bus
stops, dust bins, taxi stands, public lavatories and fountains and
memorials.
4.6.4 Parking Management
One of the visible problem that one beholds when visiting Gurgaon is heavy and haphazard
on-street parking. Following measures could be adopted to improve the situation:
Parking bays should be marked properly
Auto rickshaw parking need to be provided at designated
locations
In order to handle the parking issue on a medium/long time
frame, multi-storied parking lots are essential.
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
34
4.7 Travel Demand Management Strategy
Planning of higher order transport systems on the mobility corridors may increase the
anticipated public transport share in the order of about 60 percent. To further increase
public transport modal shares additional demand management interventions can be
implemented. The most common strategies widely used across the globe and are potential
candidates to be used in Gurgaon are described briefly. They are:
Congestion Pricing
Parking Control
Congestion Pricing: Congestion pricing refers to road pricing
used as a mobility management strategy to reduce traffic
congestion. Congestion pricing requires time-variable tolls,
with higher charges during peak periods and lower or non-
existent when roads are non-congested. Cordon pricing, area
wide licensing policy and parking charges are means by
which congestion pricing can be enforced. Road pricing
should be implemented in conjunction with improved
transportation options, so consumers have viable
alternatives. Congestion pricing needs to be used
strategically in the core business areas in the study area.
Parking Control: Demand Management through restricted parking supply
or imposing restriction of vehicles in core areas like Sadar Bazaar area,
MG Road area etc using methods such as odd or even number plate
entries on certain days will discourage use of private vehicles and
increase public transit share.
Source: http://www.transalt.org
Congestion Pricing
35
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Chapter 5
Mobility Plan
36
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
2500
PARALLEL
PARKING/
UTILITIES
7000
CARRIAGEWAY
2500
FOOTPATH
7000
MEDIAN BUS LANES
KERB &
INLET / OUTLET
CL OF ROAD
7000
CARRIAGEWAY
2500
FOOTPATH
KERB &
INLET / OUTLET
2500
PARALLEL
PARKING/
UTILITIES
20002000
PARKING/
DRAIN
PEDESTRIAN
PATHWAY/
DRAIN
1.5%1.5%
KERB &
INLET
2000 2000
PARKING/
DRAIN
PEDESTRIAN
PATHWAY/
DRAIN
1.5% 1.5%
7000
MEDIAN BUS LANES
2500
FOOTPATH
2250
PARKING
6000
SERVICE LANE
3000
PARKING
FOR TRUCKS/
UTILITIES/
GREEN AREA
750
7000
CARRIAGEWAY
2500
CYCLE
PATH250
Shyness
Strip
750
7000
MEDIAN BUS LANES
2500
FOOTPATH
2000
DRAIN
6000
SERVICE LANE
3000
PARKING
FOR TRUCKS/
UTILITIES
750
7000
CARRIAGEWAY
2500
CYCLE
PATH250
Shyness
Strip
Shyness Strip Shyness Strip
2250
PARKING/
DRAIN750
CL OF ROAD
AS SUBMITTED IN WORKING PAPER ON ROADWAY DESIGN 40M ROW
AS SUBMITTED IN REPORT 1 (CORRIDOR IDENTIFICATION AND ASSESSMENT) 60M ROW
Based on the aforementioned framework of the plan and the strategy for achieving the vision
under ‘realistic scenario’, mobility plan elements are summarized as follows:
I. Mobility Corridor Plan
II. Public Transport/ Mass Transport Plan
III. Non- Motorized Transport Plan
IV. Flyovers/Under pass Plan
V. Passenger and Commercial Terminal Plan
VI. Traffic Management plan
VII. Travel Demand Management plan
VIII. Road maintenance & Management Plan
The plan elements are detailed in the following sections.
5.1 Mobility Corridor Plan
The proposed mobility corridor plan consists of radial
road network complemented with circumferential
roads to form a radial and ring pattern of the road
network. Two circumferential rings have been envisaged in the study area.
The first ring would
utilize the existing
sections of the road
and encircle the core
area. Traffic not
destined to the core
area can utilize this
Inner ring to bypass the
core area thereby
relieving congestion in
the old city and
vicinity.
The second ring would
be an outer ring. The
proposed Northern
peripheral road and Southern Peripheral road in the Development Plan with a new
connecting link linking the two at the Delhi side.
The mobility corridors cover about
200 kms of road network
200020006500
1000
7000
1000
650020002000
30000
CYCLE
TRACKCARRIAGE WAY PEDESTRIAN
PATHWAYBUS LANE
TYPICAL SECTION FOR 30M ROW ROAD WITH MEDIAN BUS LANES CENTRE FOR ENVIRONMENTAL PLANNING AND TECHNOLOGYKASTURBHAI LALBHAI CAMPUS, UNIVERSITY ROAD, NAVRANGPURA, AHMEDABAD 380009
PHONE : +91-79-26302470
FAX : +91-79-26302075
C:\WINDOWS\Deskto p\CEPT LOGO ( bw).jpg
Mobility Corridor (6 lane)
Mobility Corridor (8 lane)
37
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The mobility corridors cover about 200 kms of road network. The proposed mobility corridor network is presented below.
Proposed Mobility Corridors
5.2 Corridor Development
The road network in GMUC proposed for improvement is presented
below. The network includes the mobility corridors also. The
existing network consists about 340 km, which needs widening in the
future. New links constitutes about 250 km, which need to be
developed during various phases. The road network to be developed is presented below.
Based on DP (2021) network
• Total road Length - 590 kms
• Existing Links -340 Kms
• New Links -250 Kms
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Future Road network of GMUC
5.3 Flyovers/Underpass Plan
It is important to recognize that in a developing economy and more so in a city like Gurgaon,
which is facing rapid population growth, travel demand will only increase. This means that the
number of vehicles is unlikely to go down compared to present levels.
However, initiatives that work towards channelizing the growing demand towards public transport
and non-motorized modes will go a long way in slowing down the rate of vehicular growth. Any
effort at building grade separated cross-over must be simultaneously accompanied by vastly
improved public transport and NMT infrastructure.
It is therefore, recommended that if flyovers are taken up at any intersection, they must be
preceded by a thorough evaluation of alternative options and only after all such options have been
carefully analyzed should a flyover be considered.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The possible alternatives to relieving the congestion at a traffic junction are the following:
1. Reducing the number of traffic light phases.
2. Restricting the right turns at the junction by suitably re-routing through indirect right turns or
U-turns.
3. Widening the intersection throat to increase the approach capacity.
4. Coordination of traffic lights on an adjacent intersection to allow minimal haltage along with a
mobility corridor.
It is only after all the above options are considered and found inadequate that flyovers should be
thought of. In addition, the IRC warrants for provisioning of grade-separated also need to be
checked.
It would be necessary to prepare feasibility studies for each of them taking into account the
discussions above and a full perspective the flyover’s impact on the mobility corridor that it lies
on.
Based on the present traffic analysis and proposed network mobility, 23 grade separated junctions
are proposed. The locations are given below.
1.IFFCO Chowk
2.Rajiv Gandhi Chowk
3.Shankar Chowk
4.Sikanderpur Chowk
5.Manesar Chowk
6.Hero Honda Chowk
7.Sethi Chowk
8.Outer ring road with Sohna road
9.Outer ring road with NH8 road (2 junctions together)
10.Outer ring road with Pataudi road
11. Outer ring road with Basai road
12. Outer ring road with Old Gurgaon road
13. Outer ring road with NH 8
14. Outer ring road with MG road
15. Outer ring road with Faridabad road
16. Outer ring road with road to Sushant Lok PH III
17. Outer ring road with sector 56,57, 61 and 62
18. Outer ring road with sector 50,57, 65 and 62
19. Outer ring road with sector 70,71, 75 and 73
20. Outer ring road with sector 83,84
21. Outer ring road with sector 88 and 84
22. Outer ring road with sector 103,104, 105 and 106
40
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
23. Outer ring road with sector 2,23, and 111
HUDA proposes that the Northern Periphery Road (NPR) and Southern Periphery Road
(SPR) should be signal free corridor (ie; the outer ring road as proposed in the IMP).
Additionally, a number of flyovers are proposed by HUDA. They are also considered as
candidate locations for grade separators. The additional locations are:
1. Junction of sector 29 and 27/43
2. Junction of sector 27/28 and DLF phase 1
3. Junction of sector 27/43/42 and DLF phase 1
4. Junction of sector 43/42/53 and 54
5. Junction of sector 49/50/65 and 66 on Outer ring road (SPR)
6. Junction of sector 69/70/71 and 72 on Outer ring road (SPR)
7. Junction of sector 33/38/47 and 48
8. Junction of sector 38/39/46 and 47
9. Junction of sector 45/46/51 and 52
10. Junction of sector 74A/76A and NH8
11. Junction of sector 74A/74/76A and 75 on Outer ring road (SPR)
12. Junction of sector 77/78/83 and 82A
13. Junction of sector 81A/82A/78 and 80
14. Junction of CPR and Outer ring road (NPR)
15. Junction of sector 101/102/103 and 104 on Outer ring road (NPR)
16. Junction of sector 105/106/109 and 110 on Outer ring road (NPR)
17. Junction of sector 110/110A/112 and 113 on Outer ring road (NPR)
18. Junction of Manesar sector 1/1A with NH8
The proposed facility is presented in Project Profile section of Chapter 6. As already
stated, the construction of flyovers/underpasses will be undertaken after a detailed
feasibility study at each location.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5.4 Public Transport/Mass Transport Plan
5.4.1 Introduction of Bus System
As no organised public transport is available in Gurgaon (though Govt. has initiated with 40 CNG
buses), presently served mainly by
intermediate public transport like
mini buses and shared Auto, as a start
up solution, bus corridors (bus based
mixed traffic public transport) are
planned in the city connecting major
economic centers.
Calibrated urban transport model is used
to simulate the traffic characteristics
under this scenario for the year 2009. It
may be seen that as anticipated the
public transport modal share increases
from 10% to 24% under this scenario.
Based on this it would require a fleet of
at least 300 buses in 2009.
Public Transport Scenario- 2009
Mode
Trips Nos.%
37741 (29%)
49454 (38%)
11713 (9%)
31234 (24%)
Total (motorised) peak hour trips
130140
Speed (KMPH)
23
Current requirement of Bus fleets: 300
Provision of bus shelters and bus bays
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
43
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5.4.2 BRT Based Public Transport Plan- 2011
The traffic flows of the corridors, future growth centers and the transport model were used to
identify various “public transport corridors”. PPHPD on major corridors under ‘realistic scenario’
is presented below.
Name of the road
Transit PPHPD- 2011
Inner Ring Road 7500
Old NH8 9100
Khandsa road 8900
Palam Vihar road 8600
Mehrauli Road 21000
Manesar road 9100
Sohna road 8800
The six routes thus identified (except Mehrauli road), adding up to about 74 km in length as listed
below are recommended for BRT operations. Though Mehrauli road has the highest PPHPD, no
BRT is proposed on this road as metro (DMRC) is under construction and will be operational by
2011.
Sl. No Identified BRT Corridors-
2011 Length (in
Kms)
1 Inner Ring Road 25
2 Old NH8 9
3 Khandsa Road 5
4 Palam Vihar road 6
5 Manesar road 19
6 Sohna road 10
Total 74
Trip characteristics under BRT plan for 2011 is presented below. Implementation of BRT on these
corridors will increase the PT share further to 30%.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Public Transport Scenario: BRT
Mode
2011
41468 (28%)
51835 (35%)
10367 (7%)
44430 (30%)
Total (motorised) peak hour trips
148100
Speed (KMPH) 25
BRT Routes Proposed for 2011
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5.4.3 High Speed High Capacity Mass Transit System Plan- 2021
The PPHPD predicted for various major corridors by the model for 2021 is presented below.
In addition to low capacity (BRT) corridors, possible medium (LRT/monorail) and high
capacity/high speed Mass Transit System (Metro), are recommended for implementation on
appropriate corridors. The criteria for selecting the corridors are:
Public Transport PPHPD
Total trips
Right of Way
Mobility Corridor
Connectivity to Delhi
Connectivity to growth centers
Type of Transit System for various systems is presented below.
Mehrauli road has the highest PPHPD, which require high capacity system. The DMRC metro will be
able to cater to the higher demend on this road.
Name of the road Transit PPHPD: 2021
Inner Ring Road 12200
Old NH8 13900
Khandsa road 19050
Palam Vihar road 14200
Mehrauli Road 27000
Manesar road 14500
Sohna road 12900
Golf Course road 12200
Name of the road Type of Transit System
Inner Ring Road Low/Medium Capacity
Old NH8 Low/ medium Capacity
Khandsa road High Capacity
Palam Vihar road Low/ medium Capacity
Mehrauli Road High Capacity
Manesar road Low/ medium Capacity
Sohna road Low/ medium Capacity
Golf Course road Low/ medium Capacity
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
A comparison of the traffic on mobility corridors in GMUC under ‘do- nothing scenario’ and with
the mass transport projects recommended in IMP is presented below. The proposed mass transit
options will reduce about 25% to 40% of traffic on these corridors. These mobility corridors are
proposed with minumum 6 lane carriageway width for traffic on the road and will be able to cater
to the estimated traffic demand on the road.
Mass Transport Plan under ‘Realistic scenario’
47
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Do- nothing- 2021
Road In Vehicles
Mass Transit PPHPD TW Car AR Bus
Khandsa road upto KMP corridor
10322 9004 2563 125 -
Inner ring road 14069 6643 1887 0 -
Old NH8 11269 8471 3421 27 -
Golf course road 13252 8464 2310 0 -
Sohna road 13401 8228 1890 137 -
Mehrauli road 11603 7339 2614 231 -
Manesar Road 7863 5014 1009 106 -
Realistic Strategy- 2021
In Vehicles Mass Transit PPHPD
Type of Transit System TW Car AR Bus
Khandsa road upto KMP corridor
7817 5959 778 86 19050 High Capacity
Inner ring road 9792 5199 1162 0 12200 Low/ Medium
Capacity
Old NH8 7858 7753 1365 13 13900 Low/ Medium
Capacity
Golf course road 8804 6414 975 60 12200 Low/ Medium
Capacity
Sohna road 11744 6292 877 95 12900 Low/ Medium
Capacity
Mehrauli road 5800 3456 1510 143 27000 High Capacity
Manesar Road 5800 3153 443 21 14500 Low/ Medium
Capacity
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The urban transport model was used to forecast the travel characteristics under this option and
the results are shown below. The suggested transport plan with mass transit systems would
augment the public transport share from 24% in 2009 to 61% in 2011. The proposed mass transport
scenario is presented below.
Public Transport Scenario: Mass transit
Mode
2021
29700 (15%)
35640 (18%)
11880 (6%)
120780 (61%)
Total (motorised) peak hour trips
198000
Speed (KMPH)
30
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5.4.4 Mass Transport Plan under ‘Moderate’ Scenario
The mass transport plan developed under ‘Moderate’ scenario is presented below.
Mass Transport Plan under ‘Moderate scenario’
50
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5.4.5 Mass Transport Plan under ‘Aggressive’ Scenario
The mass transport plan developed under ‘Aggressive’ scenario is presented below.
Mass Transport Plan under ‘Agressive scenario’
5.4.6 Complementary Proposals
There are other complimentary projects/proposals that must be implemented in tandem to the
public transport corridors towards a successful public transport system that meets the objectives
and goals of the mobility plan:
Augmentation and strengthening of feeder service network
Integrate parking with public transit/mass transit terminals by way of park and ride
structures
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Identify and locate multi -modal terminals for safe, faster and convenient inter-modal
transfers
Appropriate vehicle and terminal design
Safe, faster and convenient pedestrian dispersal system
Bicycle access to the public transport terminals
Public transport friendly tax structure
Use of Intelligent Transport System (ITS) technology
Signal prioritization for public transport vehicles
It is important that the above mentioned actions must not be treated in isolation but a systems
approach be adopted.
5.5 Non- Motorized Transport Plan
As part of NMT plan, to ensure more and safe NMT trips, following measures are suggested.
Provision of foot path
Safe pedestrian crossing facilities (at grade and grade-separated) and
Non- motorised vehicles lanes.
5.5.1 Install Footpaths
The road network proposed with foot path is presented below. Foot path corridors include the
proposed mobility corridors also in the GMUC. It is proposed to have foot path on about 500 kms
of road length in GMUC.
52
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Proposed Foot Path Plan
About 500 kms of road network is
proposed for foot path
installation.
53
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5.5.2 Install Bi-cycle Lanes
Several trips upto a trip length of 3-4KM are made through bi-cycle. To encourage and cater to
cycling trips, dedicated bi-cycle lanes must be provided on strategic routes.
Cycle lanes to be provided on all roads that have high
share of bi-cycle traffic as well as on those roads that
constitutes the draw area for the proposed mobility
corridors. Development of this network must be integrated along with public transport network
improvements. The cycle master plan layout is shown below. The cycle tracks are proposed in
about 210 km of road.
Proposed Bi-cycle plan
About 210 kms of road network is
proposed with bi-cycle lane
installation.
54
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Typical cross section of 3 lane four lane and 6 lane road with cycle tracks and foot path is
presented below.
55
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5.6 Passenger Terminal Plan
To cater to the higher public transport demand in future, following recommendations are made:
Shift the present bus terminal to the city outskirts.
The inter-state and inter-city services are proposed from the terminal along with the
inter- modal transfer facility proposed in the Development Plan- 2021 on outer ring road
near NH8 (sector 83). This facility will have city bus terminal also.
Additional city bus terminals are propsed along with two inter- modal transfer terminals
proposed in HUDA Sector 29 and in sector 121. The HUDA sector 29 bus stand is proposed
in 3 acres. Feasibility study for bus stand development at sector 29 is going on.
Proposed bus terminal locations
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Since these terminals are proposed along with inter-modal transfer facilities, provision for park-
and-ride system will be available. The proposed bus terminal locations are presented below.
5.7 Frieght Management Plan
Truck terminals are proposed in Gurgaon at:
near Maruti Udyog near Old Gurgaon road (sector 19), and
two locations in Manesar (one along the Outer ring road (sector 88), and another location
in sector 128).
Major benefits of the terminal are the reduction in truck traffic on city roads and roads and
market yards. The truck terminals also serve as job-growth and economic catalyst for the area.
The proposed truck terminal locations are presented below.
Proposed truck terminal locations
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Cargo Movement between Manesar and Airport: NH8 is the main corridor connecting Manesar
and the airport which will continue to serve in the future also. The two toll plazas on NH8 section
between Manesar and airport have facility to accommodate MAVS. Manesar is located between NH
8 and the proposed KMP corridor. Hence connectivity to the airport is also possible through the
KMP corridor in future. It is recommended to include proper connectivity to airport from NH8 and
KMP corridor in the airport master plan.
Impact of Proposed KMP Corridor on Commercial Vehicle Movement: OD survey conducted at
the toll plaza on NH8 section near Manesar revealed that about 10,000 commercial vehicles are
crossing the toll plaza in a day. About 20% of these vehicles are bound between Gurgaon and
places south to Gurgaon, while 10% bound from/to Delhi and remaining 70% is bound from/to
places outside of NCR. This 70% traffic, bound from/to places beyond NCR, might shift to the
proposed KMP Corridor from the NH8 in the future. Also the Delhi bound traffic may shift to the
KMP as Delhi is connected with KMP through various NHs and SHs. To study the true impact, a
detailed study is needed by comparing the benefits and costs (including toll) on both NH 8 and
KMP.
5.8 Development of RoBs/RuBs
Gurgaon has its railway station located at the extreme corner of the city and hence the patronage
of intercity commuters is negligible. Gurgaon residents mostly depend on railway stations in Delhi
or Faridabad (on Delhi-Mumbai/Chennai track) for long-distance travel. There are eight local
passenger trains passing through Gurgaon daily. These trains have stops in Gurgaon. Based on the
information collected from the railway in Gurgaon, about 1500 passengers are commuting through
these local trains daily. A new railway station on Basai road is under planning. There are three
level crossings present on Delhi-Mumbai/Chennai track. But they are located at the outskirt of the
city and with less traffic crossing at the level crossings. This excludes the RoB under construction
on Basai road. Elimination of these level crossings will be considered in the long- term
perspective.
5.9 Traffic Management Measures
Following recommendations are made as part of short-term traffic engineering measures:
Intersection redesign
Development of footpath cum drains
Pedestrian crossing facilities
Parking management
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Public Transport Plan
Bicycle lanes
Existing Market traffic improvement
Regulation of Auto rickshaws
Cycle rickshaw regulation
Enforcement
The proposals made in these areas are presented below.
5.9.1 Intersection Redesign
Topo survey was done on the major junctions to assess the present features of the junctions. As
part of primary data collection, junction count were carried out for 11 junctions and peak hour
junction turning count details are presented in Support Document of IMP Part 1. It was observed
that the junctions lack proper traffic management measures. The issues in management and
recommendations specific to each junction are presented below. All traffic movements avaialble
at the junctions have been retained after the improvements also.
Similar improvements need to be provided at other critical junctions on major corridors. List of
the junctions require similar improvemnts are presented in Project profile Section of Chapter 6.
In general, the benefits accruing from these improvements are:
o Improved discipline at the intersections by streamlining of traffic
o Impartial right of way for traffic entering the intersections by way of
signalization
o Reduced waiting time for vehicles resulting in time savings, vehicle
operating costs and
o Improved speed on the downstream sides of the intersections
1. IFFCO Chowk:
The junction is a 4-arm junction on NH8 formed by the intersection of the service roads on NH8
with M-G Road. The intersection is controlled by a four phased signal. Most of the approaches are
three lanes. Just 300m east of the junction is another T-junction formed on NH8.
The junction is designed with the following improvements;
Restriction of through and right turn movements from the north-west approach (approach
from Sukhrali Chowk i.e., southbound direction). Only the left turn movements are
59
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
allowed from this approach. The restricted movements are handled indirectly through the
intersection east of the approach.
Closure of selected U-turns
Improved design of the channelising islands for the left turn traffic from NH8 into M-G
Road on the south side of the intersection.
Installation of pedestrian crosswalks
Designation of Auto Parking Stand within the large channelising island.
Improved phase and cycle lengths for the signal to account for the reduction in the signal
phases.
Improved signages
All these improvements can be accommodated within the existing right of way and consequently
no land acquisition is envisaged at this time. The intersection can continue to operate as
signalized traffic junction until a grade separation alternative is implemented.
The improvement measures recommended for the Junction is presented below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
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 accommodated within the existing right of way and consequently no
land acquisition is envisaged. The junction warrants signals and recommended to upgrade to
signallised junction in the near future.
The improvement measures recommended for the Junction is presented below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
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 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 below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
4. Fountain Chowk:
The junction is a 4-arm junction on Gurgaon Bus Stand road. The junction is a very wide junction
with very large channelizing islands. Traffic from the bus stand can only turn left on to Old Delhi
Road. The junction has large number of pedestrians and vehicles using the junction. 6-Seater
auto rickshaw (share auto) stand exists on the west side of the junction. Traffic from New
Railway Station Road currently turn left only and must make a U-turn at Fountain Chowk to go
towards Basai Chowk.
The junction is designed with the following improvements
Installation of one-way traffic circulation around the Fountain Chowk island
Widening of the approaches around the Fountain Chowk to increase capacity
Utilization of extension of the New Railway Road south of Sadar Bazaar Road to form a
part of the one-way traffic circulation
Installation of one-way traffic circulation for the traffic arriving from Basai Chowk.
Installation of non-motorized lanes
Installation of pedestrian crosswalks
Improved turning radius for the traffic movements
Relocation of share auto parking stands so they do not interfere with intersection
operations
Provision of wider footpaths on the bus stand side of the junction
Improved signages and Improved opportunities for U-turns
Redirect Delhi & Mehrauli destined buses from the bus stand towards Mata Mandir Chowk so that
the intersection congestion will be reduced. Also the signal warrant analysis shown that the
junction warrants signals for traffic control. These improvements can be all accommodated within
the existing right of way and consequently no land acquisition is envisaged at this time.
The improvement measures recommended for the Junction is presented below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
5. Bhagat Singh Chowk:
The junction is a T-junction on Atul Kataria (Mata Mandir) Road with a traffic circle. The junction
is a very wide junction with very large channelizing islands. Traffic movements between Mata
Mandir Road and road leading to Prakash Puri Chowk are major traffic movements. Road
approaches of these two roads are wider compared to the other leg. There is a service road on the
south side of the junction. The service road has an opening leads to unregulated traffic weaving
between Mata Mandir road and service road traffic movements. The junction is designed with the
following improvements.
Installation of traffic roundabout instead of a traffic circle
Widening of the approaches to the roundabout to increase capacity
Increased circling carriageway width
Installation of a channelizing island near the service road opening for regulation of traffic
movements
Installation of a non-motorized lane in the north side of the intersection
Installation of pedestrian crosswalks
Improved turning radius for the traffic movements
Improved signages
The recommended improvements can be accommodated within the existing right of way and
consequently no land acquisition is envisaged. The intersection will continue to operate as an
unsignalized traffic junction but with a roundabout.
The improvement measures recommended for the Junction is presented below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
6. Manesar Chowk:
The junction is a 3-arm junction on NH 8 at the entrance to Manesar Industrial Estate. The
junction is formed by the intersection of NH8 and the industrial access road. The intersection is
unsignalized. Currently large number of commercial vehicles access the industrial estate through
the intersection. NH8 approach is a 4-lane wide and the industrial access road approach is a 6-
lane. The traffic bound to the estate from both Jaipur and Gurgaon side is high and due to
absence of separate lane for turning, the through traffic on NH 8 is getting ndelayed for long time.
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 an acceleration lane/slip lane for right tuning lane from industrial access
road onto NH8
Reduction in the large channelizing islands to accommodate the right turning lane on NH8
Increase in the weaving length on the access road at the nose of the channelizing islands.
Improved signages
These improvements can be accommodated within the existing right of way and consequently no
land acquisition is envisaged. The intersection warrants signals for better traffic management.
The improvement measures recommended for the Junction is presented below.
65
Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
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 path on all arms
Improved signages and markings
These improvements can be 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 below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
8. Rajiv Gandhi Chowk
The four arm junction on Sohna road across NH8 expressway. It is a police controlled intersection
with no signals. Medians are present to regulate traffic on Sohna road approaches and fenced
medians are present under the NH8 flyover. An island is provided at the centre of the junction.
The following traffic management measures are proposed:
Shortening of medians along NH 8 to provide sufficient carriage way width.
Resizing of central island for better turning radius
Channalising islands and realignment of medians on Sohna road
Realignment of approach road towards Gurgaon
Realignment of approach road towards Gurgaon requires certain extent of land acquisition. The
junction warrants signal for better traffic control.
The improvement measures recommended for the Junction is presented below.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
9. Sethi Chowk
The junction is a 4-arm junction formed on Old Railway Road and Basai Road.
The junction is designed with the following improvements;
Restriction of through and right turn movements from the east approach of Basai Road
(approach from Fountain Chowk i.e., westbound direction). Only the left turn movement
is allowed from this approach.
Installation of pedestrian crosswalks
Provision of NMT Lane.
Improved signages
These suggested improvements can be accommodated within the existing right of way and
consequently no land acquisition is envisaged. The intersection can continue to operate as
unsignalized traffic junction but with police control at peak hours.
The improvement measures recommended for the Junction is presented below.
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5.9.2 Road Improvements
The proposed improvements come under the following major heads:
Pavement strengthening
Provision of paved shoulder
Provision of signs and markings
The roads (about 200 Kms) proposed for road improvement. The suggested improvements are
proposed within the avaialble RoW.
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9.3 Footpath cum Drain
It is expected that approximately 200KM of road length would be provided with footpath. The road
network proposed for construction/improvement of footpath cum drain is shown below. A Detailed
Project Report for each road is recommended to provide the exact location and design of the
footpath cum drain on each road.
Roads Proposed for construction/improvement of footpath
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5.9.4 Safe Pedestrian Crossing Facilities
Pedestrians safe crossing facilities include at- grade facilities like zebra crossings, pedestrian
signals, etc and grade separated facilities such as Foot Over Bridges, subways, etc. As volumes of
pedestrian and traffic increase, grade separated facilities are warranted instead of at – grade
facilities.
At junctions on major roads, zebra crossings are proposed. It is proposed that in front of every
school and bus stand, at least one zebra crossing with pedestrian signals (flashing type) is
proposed across the road. In addition to the pedestrian crossing facilities recommended at the
junctions (Refer section 5.8.1), crossing facilities are required at few locations on NH 8
expressway also. Locations of safe crossing facilities proposed are presented below.
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Locations Proposed for Safe Pedestrian Crossing Facilities
5.9.5 Bicycle Lanes
Roads proposed with Cycle paths are presented below. Cycle path is proposed at all junctions
crossing these roads also. The total road length proposed with cycle path constitutes about 100
Kms of the present road network. These bi-cycle lanes are proposed within the avaialble RoW.
Roads Proposed for Cycle paths
5.9.6 On- Street Parking Management
The following recommendations are made regarding the parking management for Gurgaon City:
Restrict parking on major carriageways of roads with service roads, such as on MG road
(between IFFCO Chowk and Vishwakarma road), New railway road (between HUDA
Shopping Complex and Sadar Bazaar road) , Golf Course Road (between Gymkhana Club
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and Ashoka Crescent road), etc, with allowing one side parking on the service roads.
Parking could be allowed on possilbe side roads of these main roads.
Parking restriction is proposed on Sadar Bazaar road to ease traffic congestion.
Designated parking lots should be proposed on one side of
o Railway road (between Railway station and HUDA Shopping complex),
o Khandsa road (between Hira Nagar and Udyga Vihar Phase VI),
o Pataudi road (between Basai Chowk and Himgiri Public School),
o Basai road (between Sethi Chowk and Krishan Nagar),
o Bus stand road (between Fountain Chowk and Matha Mandir Chowk),
o Jharsa road (between NH 8 and HSIDC Housing Complex),
o Sohna road (between Rajiv Gandhi Chowk and Islampur),
o Arya Samaj road (between Fire station and Cremation Ground),
o Vikas Marg (between May Field Gardens and Girls School) and
o Sushant Lok road (between DLF Golf Course and Sun City).
Parking should be restricted on the other side of these roads.
Parking can be provided in stretches out of green belts provided along the side of roads.
At all major intersections, vehicles should not be allowed to park within about 50m of the
junction if feasible
Introduce paid parking facility on the parking zones
No parking for buses, commercial vehicles and other vehicles anywhere on major roads
within the city limits
Parking should not be permitted in front of the driveways from the houses and other
buildings.
Introduce paid parking schemes with a view to discourage long term parkers as well as to
regulate parking.
Integrate parking with public/mass transport terminals and stations by way of park- and-
ride facilities. This could be implemented at the stations on Phase I of DMRC metro
extension, which is under construction. According to DMRC officials, parking space will be
available at HUDA City Centre, IFFCO Chowk, MG Road, Sikanderpur and Guru Dronacharya
metro stations. The HUDA City Centre metro station will have a parking space of 6,500 sq.
m. and the other four metro stations will have parking space of 5,950 sq. m. (IFFCO
Chowk), 876 sq. m. (MG Road), 1,577 sq. m. (Sikanderpur) and 4,572 sq. m. (Guru
Dronacharya). The no of Parking spaces (ECS) is given in table below:
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S.no Station name No. of car parking spaces (ECS)
1. HUDA City Centre 200
2. IFFCO 180
3. MG Road 30
4. Sikanderpur 50
5. Guru Dronacharya
140
Designate parking areas for autos and cycle rickshaws near terminals, markets, offices,
commercial areas, etc.
The roads proposed for on-street parking management is presented below
Roads proposed for On-street Parking Management
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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.
5.9.7 Off- street Parking Facilities
Maximum hourly parking demand observed at various locations surveyed in Gurgaon are presented
below.
No. Location Peak Demand
(PCE)
On-street
1 Cyber Park 126
2 near HUDA Shopping Complex 30
3 Fountain Chowk 54
4 Sethi Chowk 86
5 Railway Station road 25
6 Vishwakarma Road 80
7 New Railway road (near New Colony) 26
8 MG road 181
Off-street
9 Near Mini Secretariat 42
10 Near Power Grid 47
11 Off-street of Vishwakarma road 55 (PCE- Parking Car equivalents)
Based on the parking demand observed and the proposals by the Corporation and HUDA, off-street
parking sites are proposed at the following locations in Gurgaon. They are:
On MG road (either near DT city center/ MGF metroploiton mall, Sahara Mall, Bristol
Chowk, Sikanderpur chowk or neelkanth hospital)
On Vishwakarma road near Erricson
In Sector 29 (Near Power Grid/ Kingdom of dreams)
In Sec 15 (Near Mini Secretariat)
Present Bus terminal site
Near Cyber Park
In sectors 10, 43 (near genpact), 48(near sohna road), 47, 52 (near Ardee city) and the
HUDA City Centre (near Fortis chowk).
These locations are proposed to implement immediately. In addition to these, 8 such facilities are
also proposed in the new areas of GMUC, but proposed to develop in later stage and the exact
locations to be identified later.
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To identify their exact locations, Pre feasibility studies need to be conducted so as to identify
suitable sites for creating off street parking facilities some of them would be in form of multilevel
parking.
5.9.8 Bus Transport
Immediate implementation of local public transport is essential for Gurgaon. Hence it is
recommended starting organised bus operations through major corridors of Gurgaon.
Bus shelters: It is proposed to have bus stops at every 500m distance in the CBD area and about
1kms distance for other areas. The proposed bus corridors with bus stop locations (about 160 nos.)
proposed for construction of bus shelters are shown below.
Bus stop locations proposed with bus shelters
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Bus Route Plan: As a short-term plan, the buses are proposed to operate from the present bus
stand located near Fountain Chowk. The bus stand currently accommodates the mofussil buses
also. When the new bus operations start, the approach roads to the bus stand, especially Sadar
Bazaar road and Fountain Chowk will be very congested. In order to handle the situation, re-
routing of the buses from/to the bus stand is recommended. It is proposed to use Lt Atul Katariya
road or Matha Mandir road, instead of Sadar Bazaar road for all buses accessing and starting from
the bus stand. Buses towards Delhi side can use the Bus stand road and continue through Lt Atul
Katariya road and either NH8/ Old Gurgaon road/MG road/ Palam Vihar road. While buses towards
Jaipur, Sohna, Pataudi, Basai and Khandsa can use Bus stand road and then Matha Mandir road
(left turn), Railway road to access the respective road. This routing will not only regulate the
services but also relieve congestion from the core city area. The proposed bus routing is presented
below.
Bus Routing from the Bus stand
Mobility Issues of BPO Industries: The proposed bus transport plan include public transport
services on all major roads in Gurgaon. In normal case, the buses will operate till 10pm in the
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night. Since Gurgaon accommodate large umber of BPO industries, which work in the night also,
the mobility of these employees in the night is an issue. It is recommended to run the transport
services in the night to the BPO areas. It is also suggested that the BPO industries to provide
shuttle services to the nearest bus stop in the night also. Some private companies have made tie
up with Haryana Roadways for services.
5.9.9 Traffic Management for Market Area
Gurgaon market is located in the heart of the city, due to which Sadar Bazaar road and the
surrounding area is getting choked. In order to relieve the market area from congestion, it is
proposed to provide one- way street system. Also it is proposed to restrict on-street parking on
Sadar Bazaar Road. The roads proposed as one ways should have at least 5.5m width.
Traffic Mangement Proposal at Market Area
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5.9.10 Regulation of Cycle Rickshaws
In Gurgaon, the citizens have to use cycle-rickshaw to commute from one location to other
because of poor bus service and six-seater service. Travelling by cycle rickshaw is not safe,
especially in the following locations due to the absence of separate NMV lanes:
Crossing at intersections with heavy traffic.
Roads having sharp turns.
In order to encourage and regulate cycle rickshaws in Gurgaon, the following suggestions are
made:
Fare of cycle rickshaws and registration of the vehicles must be regulated similar to auto
rickshaws.
Enforce cycle rickshaws to use the NMV lanes.
They must also be provided with parking stations at bus stand, railway terminal and near
commercial areas.
5.9.11 Regulation of Auto rickshaws
To offset the absence of public transport services, 3- seater auto services must be encouraged and
regulated. They must be provided with appropriate parking stands at the following locations.
Near Fountain Chowk
near IFFCO Chowk
On MG road
On Vishwakarma road
On Railway station road
Eight seater autos must be slowly phased out as public transport is floated.
5.9.12 Enforcement
Strict enforcement equally matters with providing sufficient road infrastructure / furniture for
safe and better traffic management when it comes to safe driving habits. Educating the drivers to
follow and respect the traffic rules is also important.
Traffic police is regulating traffic at critical junctions in Gurgaon. After the junction
improvements are made and a few junctions signalized, the police could be used for the
enforcement actively. If deemed necessary, the department should be strengthened. The traffic
police division should also be provided with enough numbers of necessary equipments like speed
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radar guns, patrol vehicles etc. for better enforcement. Spot fines for the traffic offenders would
also be a deterrent and would ensure better road discipline.
5.9.13 Road Maintenance and Management Plan
Despite best efforts of concerned authorities aimed at improving the urban road network the
roads continue to exist below desired standards. However urban roads could be maintained and
managed at a very high level of serviceability using modern techniques of Road Maintenance
Management System (RMMS), supported be a systematic Road Information System (RIS). This will
help to evaluate the existing condition of the roads and to suggest needed improvement measures
for the roads so that cost-effective modern technologies can be used to provide higher level of
serviceability by applying regular and timely maintenance.
RMMS is a tool to facilitate the road network asset management at rural and urban levels within
the study area. As an asset management tool, RMMS require a strong data base (Road Information
System) to be collected, maintained and managed scientifically by using the latest techniques like
GIS. RMMS is characterized by:
Creation of a database on road inventory, road condition, traffic, geographic data,
demographic and socio-economic parameters;
Finalization of performance standards for necessary maintenance activities;
Create the cost data base in respect of various regions for the network;
Data base on budgetary support available for maintenance;
Design a maintenance model to make predictions with respect to short, medium and long-
term frames
Generate various scenarios of maintenance within the given constraints of funding and
predict the level of service achieved within these constraints
Priorities the investment needs
Ensure the available recourses are put into optimum use, and
Centralized outputs of the proposed maintenance management system to decide the state
level planning, prioritization and optimization for network.
5.9.14 Benefits and Impact
The proposed traffic management measures include redesign of 22
intersections, development of foot path cum drain for 200 kms of roads,
cycle lanes for 100 kms, grade separations for junctions, introduction of local
bus services, on-street and off- street parking facilities, etc. The overall
benefits emanating from these management measures include enhanced
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safety of traffic, NMT including pedestrians, reduced waiting time at
intersections, proper segregation of parking from traffic to enable smooth
traffic flow, etc. The improvements proposed cover the old areas and new
developing areas within GMUC. It is proposed to organise parking facilities
within GMUC, including designated on- street parking facilities and multi-
storeyed parking sites at critical areas. Suggested pedestrian facilities
include provision of footpath and safe crossing measures at critical mid
blocks including and junctions and in front of educational institutions, bus
stand, etc. Introduction of public transport with designated bus stops will
decline the usage of private modes to an extend, which will enhance better
safety and better environment in GMUC. The proposed improvements at
juncitons, both grade separations and redesign, benefit in reduction in
accidents and waiting time. However, a detailed Traffic Impact Asessment
study with respect to the proposed improvements is recommended to
quantify the benefits in detail.
5.10 IMP Outcome
The travel demand forecast for 2031 for the
realistic strategy is given below. With the
proposed IMP strategies, the share of personal
modes will decline to 33% from 82%, while the
public transport share will increase to 61%
from 4% in the ‘Do- minimum’ scenario. The
average network speed is projected to be as
31KMPH, from a lower speed of 11KMPH.
Another important outcome is the reduction in
vehicular emissions. The peak hour emission is
expected to decrease from 5kg/sqkm to
2.1kg/sqkm.
Peak Hour Trips with IMP: 2031
Mode Trips Nos.
Trips %
55389 15
66467 18
22156 6
225249 61
Total (motorised)
369260 100
Speed (kmph)
31
Emissions (Kg/sqkm)
2.1
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Chapter 6
Investment Programme
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6.1 Cost Estimation
The mobility plan elements discussed in the previous sections were considered in the estimation
of block cost estimate for implementing the elements in the future. The rates are assumed based
on consultants experience on similar studies in the past. The approximate capital cost, excluding
land acquisition, for implementing the mobility plan is about Rs. 15,000 Crores. Major share of
the investment is for developing public/mass transport systems.
6.2 Phasing
The investment is phased into three periods, such as 2009- 2016, 2017- 2021 and 2022- 2031. The
first period (2009- 2016) is basically focus on the traffic management measures and
implementation of bus transport. It is essential to implement buses immediately and the travel
demand requires BRT implementation by 2011. Hence these two components are added in Phase 1
itself. Majority of the developments including SEZs proposed in and around GMUC are expected to
complete by 2021. The development of the main metro connecting Gurgaon with Delhi (which is
included DMRC 2021 plan), in the second phase. Other mass transit systems are proposed to
develop in the third phase. Break up of the cost estimate is presented below.
Rs. In Crores
No Item Quantity Unit Rate Cost
2009- 2016
1 Bus Fleet 300 No. 0.5 150
2 Junction Improvement
Major 6 No. 0.25 1.5
Minor 16 No. 0.1 1.6
3 Bus shelters 160 No. 0.15 24
4 Carriageway widening with SMV lanes 200 Km 1 200
5 Foot path cum drain 200 Km 0.45 90
6 Traffic & Pedestrian Management measures 200 Km 0.04 8
7 Flyovers/Underpasses 15 No. 20 300
8 Pedestrian Crossing Facilities (grade separated) 8 No. 1 8
9 Off-street Parking sites 12 No. 5 60
10 BRT 74 KM 12 888
Total 1731.1
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2016- 2021
1 Metro (DMRC) 25 Km 200 5000
2 BRT 16 Km 12 192
3 Road Widening (2 lane to 4 lane) 200 Km 2 400
4 Road Widening (2 lane to 6 lane ) 50 Km 4 200
5 New Links (6 lanes) 50 Km 6 300
6 New Links (8 lanes) 50 Km 8 400
7 Flyovers/Underpasses 16 No. 20 320
8 Inter- modal transfer facilities+ Mofussil bus terminal 1 No. 15 15
9 Off-street Parking sites 4 No. 5 20
Total 6827
2021- 2031
1 Metro 25 Km 200 5000
2 Road Widening (2 lane to 4 lane) 90 Km 2 180
3 New Links (6 lanes) 50 Km 6 300
4 New Links (8 lanes) 100 Km 8 800
5 Flyovers/Underpasses 10 No. 20 200
6 Inter- modal transfer facilities 2 No. 8 16
7 Off-street Parking sites 4 No. 5 20
8 Truck terminals 3 No. 10 30
9 RoBs 3 No. 10 30
10 RAAS & RMMS LS 5 5
Total 6581
Grand Total (rounded off) 15140
6.3 Funding Options
To meet the transport needs of the future,
investment requirements will increase to levels
three to four times higher in real terms from the
present levels. The financing of this level will be
a massive task. While the government will
continue to be a major source of funds for
infrastructure, internal generation of resources
by the sector itself will have to increase. Pricing of transport services and reduction in the costs
JNNURM Funding for Urban Transport
Improvement
State Govt. Assistance
HUDA, Gurgaon Corporation, HSIIDC
(Manesar)
Private Entrepreneurs Like SEZ
developers coming forward for funding
in the transport infrastructure sector
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will have to play a much bigger role than in the past. A larger role of the private sector such as
SEZ developers (eg: proposed LRT by DLF in DLF Cyber city) is also visualized. In a maze of
subsidies and social service obligations public sector transport has lost the importance of
commercial operations. Urban transport Policy of the Ministry of Urban Development clearly
indicates the areas and levels of possible government support in ‘planning to implementation of
urban transport components’. There are certain areas of urban transport components that
different stakeholders can participate so that the required funding and responsibilities can be
shared with suitable coordination and regulation mechanism. The following funding sources are
visualised:
– State/Central Govts.
– HUDA, Gurgaon Corporation, HSIIDC (Manesar)
– Multilateral funding agencies
– Private participation ( BOT/ Annuity/ Sponsorship) including SEZ developers
6.4 Project Profile
A profile sheet presenting details of each project has been prepared and presented below.
Projects are classified as short- term, medium –term and long -term projects based on their
sustainability. Short- term projects are those sustainabille upto 5 years (eg; junction
improvement, on-street parking management, etc), while those sustainable for 5- 10 years are
considered as medium term projects (flyovers, pedestrian subways, etc) and those sustainable for
more than 10 years are grouped under long- term projects (eg; mass transport projects). Possible
way of revenue generation for various projects also included in the profile sheet. It is proposed to
carry out a cost- benefit analysis at the DPR stage of individual projects, especially for mass
transport projects.
Short- term projects are further categorised as those need to be implemented immediately The
block cost estimated for such projects is about Rs. 543 Crores. Details are presented below. It is
recommended to carry out a feasibility study before execution of the projects.
Projects recommended for Immediate Implementation Block Cost (Rs. In
Crores)
Bus Fleet 150
Junction Improvement 3.1
Bus shelters 24
Carriageway widening with NMV lanes 200
Foot path cum drain 90
Traffic & Pedestrian Management measures (signs and markings) 8
Pedestrian Crossing Facilities (grade separated) 8
Off-street Parking sites 60
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Total Block Cost 543.1
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Project No: 1 Project Title: Intersection Redesign Project Category: Traffic Management
Project Type: Short- term project No. of Intersections: 20
Locations: Major Improvements 11. Basai Chowk
1. IFFCO Chowk 12. Sethi Chowk
2. Fountain Chowk 13. Signature tower Chowk
3. Bhagat Singh Chowk 14. Subhash Chowk
4. Manesar Chowk 15. Junction of sectors 27, 43, 44 and 29
5. Sikanderpur Chowk 16. Hero Honda Chowk
6. Kapshera Chowk on Old Gurgaon road 17. Islampur Chowk on Sohna road
Minor Improvements 18. Vishwakarma Chowk
7. Shankar Chowk 19. Junction of sectors 43, 42 and 27
8. Matha Mandir Junction 20. AIT Chowk ( junc. of sectors 56, 53 and 54)
9. Prakashpuri Chowk 21. Junction at sectors 23, 27, 47 and 48
10. Rajiv Gandhi Chowk 22. Park Plaza
Approximate capital cost (Rs.): 2.9 Crores
Detailed Description: Intersection improvement measures are suggested by utilizing the existing right of way or limiting land acquisition to the bare minimum. Improvements suggested at the major junctions as part of short term measures include redesign of intersections by providing proper corner and turning radius, channelizers or division islands, signs, lane markings, lighting, landscaping, pedestrian crosswalks, non-motorised lanes, footpath, flaring approaches towards intersections, restricting parking, relocation of bus stop and auto stand, resizing of median, central island, channelizing islands, etc. Similar improvements need to be extended to a number of critical junctions on major corridors.
Implementation period: 2009-2016
PPP Potential: Sponsorship Possible revenue: Advertisements
Potential Benefits: Intersection improvement measures suggested will reduce traffic conflicts and delay at junctions, ensure smooth traffic maneuvering, enable safe pedestrian movements and crossing and improve traffic safety with minimum cost.
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Project No: 2 Project Title: Foot path cum Drain Project Category: Pedestrian Management
Project Type: Long-term Length: 200 Km
Location: Existing roads in GMUC
Approximate capital cost (Rs.): 90 Crores
Detailed Description: Most of the roads in Gurgaon lack walkable foot path and drainage facilities which results in water logging in many areas. It is recommended to provide continuous pedestrian foot-cum-drain network. Minimum width proposed is 1.5 m, preferable to be with 2-3m.
Implementation period: 2009-2016 PPP Potential: Annuity Possible revenue: Advertisements
Potential Benefits: Segregation of vehicular traffic from pedestrian traffic will Improve pedestrian safety.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Project No: 3 Project Title: Pedestrian Crossing Facilities
Project Type: Traffic Management No. of Pedestrian Crossing Facilities : Grade separated:8 At grade: 40
Location:
Across NH 8 expressway
At major junctions like Fountain Chowk, Sethi Chowk, Basai Chowk, etc
Approximate capital cost (Rs.): 8 Crores
Detailed Description: Proposed safe crossing facilities for pedestrians include at-grade facilities like zebra crossing, pedestrian signals, etc and grade separated facilities such as Foot over Bridges, subways, etc. It is proposed to provide zebra crossing with pedestrian signals (flashing type) in front of institutions/hospitals and bus stand. Pedestrian crossing facilities are also required at few locations on NH-8 expressway.
Implementation period: 2009-2016 PPP Potential: 50%
Potential Benefits: Proper pedestrian crossing facilities reduces delay to vehicles and pedestrians, conflict between vehicles and pedestrians and improves pedestrian safety
Project No: 3 Project Title: Carriageway widening with Bicycle Lanes Project Category: Traffic Management
Project Type: Short- term Length: 200 Km
Location: Existing road network in Gurgaon
Approximate capital cost (Rs.): 200 Crores
Detailed Description: The proposed improvements on the roads include:
Pavement strengthening
Provision of paved shoulder
Cross section improvements
Provision of signs and markings
Implementation period: 2009- 2016 PPP Potential: Nil
Potential Benefits: Better roads improve safety, reduce fuel consumption and improve quality of urban environment
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Project No: 4 Project Title: Off-Street Parking Facilities Project Category: Parking Management
Project Type: Medium -term No. Off-Street Parking Sites: 20
Location:
On M.G. Road
On Vishwakarma road near Erickson
In Sector 29 (Near Power Grid)
In Sector 15 (Near Mini Secretariat)
Present bus terminal site
Near Cyber Park
In Sectors 10, 43, 47, 48, 52 and City Centre
Additional 8 locations in the new developing areas.
Approximate capital cost (Rs. In Crores): 60
Detailed Description: Development of multi-storeyed parking sites are proposed at 12 locations in Gurgaon. The locations include proposals by the Corporation and HUDA. Additionally, 8 more locations are included in the new areas to develop in later stage in Phase 2 and Phase 3.
Implementation period: 2009- 2021 PPP Potential: BoT Possible revenue: Parking charges, Advertisements, Commercial area developments
Potential Benefits: When the project will be implemented, it is possible to ban parking on the roads in the vicinity. This will improve the traffic circulation on the roads in the surrounding vicinity.
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Project No: 5 Project Title: Fly Overs/Underpasses Project Category: Traffic Management
Project Type: Medium- term No. of Flyovers/Underpasses: 16
Location:
Approximate capital cost (Rs.): 820 Crores
Detailed Description: Detailed Description:
1. IFFCO Chowk
2. Rajiv Gandhi Chowk
3. Shankar Chowk
4. Sikanderpur Chowk 5. Manesar Chowk 6. Hero Honda Chowk 7. Sethi Chowk 8. Outer ring road with Sohna road 9. Outer ring road with NH8 road (2 junctions together) 10. Outer ring road with Pataudi road 11. Outer ring road with Basai road 12. Outer ring road with Old Gurgaon road 13. Outer ring road with NH 8 14. Outer ring road with MG road 15. Outer ring road with Faridabad road 16. Outer ring road with road to Sushant Lok PH III 17. Outer ring road with sector 56,57, 61 and 62 18. Outer ring road with sector 50,57, 65 and 62
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
19. Outer ring road with sector 70,71, 75 and 73 20. Outer ring road with sector 83,84 21. Outer ring road with sector 88 and 84 22. Outer ring road with sector 103,104, 105 and 106 23. Outer ring road with sector 2,23, and 111 24. Junction of sector 29 and 27/43 25. Junction of sector 27/28 and DLF phase 1 26. Junction of sector 27/43/42 and DLF phase 1 27. Junction of sector 43/42/53 and 54 28. Junction of sector 49/50/65 and 66 on Outer ring road (SPR) 29. Junction of sector 69/70/71 and 72 on Outer ring road (SPR) 30. Junction of sector 33/38/47 and 48 31. Junction of sector 38/39/46 and 47 32. Junction of sector 45/46/51 and 52 33. Junction of sector 74A/76A and NH8 34. Junction of sector 74A/74/76A and 75 on Outer ring road (SPR) 35. Junction of sector 77/78/83 and 82A 36. Junction of sector 81A/82A/78 and 80 37. Junction of CPR and Outer ring road (NPR) 38. Junction of sector 101/102/103 and 104 on Outer ring road (NPR) 39. Junction of sector 105/106/109 and 110 on Outer ring road (NPR) 40. Junction of sector 110/110A/112 and 113 on Outer ring road (NPR)
41. Junction of Manesar sector 1/1A with NH8
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Project No: 6 Project Title: Introduction of Bus Transport Project Category: Public Transport
Project Type: Long-term Fleet: 300 Nos. Bus bays: 160 Nos.
Location:
Approximate capital cost (Rs.): 174 Crores
Detailed Description: Immediate implementation of local public transport is essential for Gurgaon. Hence it is recommended starting organised bus operations through major corridors of Gurgaon. Bus shelters: It is proposed to have bus stops at every 500m distance in the CBD area and about 1kms distance for other areas.
Implementation period: 2009- 2016 PPP Potential: BoT Possible revenue: Bus Fare and Advertisements Advertisement at bus bays
Potential Benefits: Organised public transport will improve the mobility needs of people in Gurgaon. It is a sustainable environmental friendly means of transport. Also will reduce the usage of personal modes on the roads.
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Project No: 7 Project Title: Implementation of Low/Medium capacity Mass transport system (BRT) Project Category: Public/Mass Transport
Project Type: Long-term Length: 90Kms
Location:
Inner Ring Road
Old NH8
Khandsa Road
Palam Vihar road
Mehrauli road
Pataudi road
Sohna road
Golf Course road (2016- 2021)
Approximate capital cost (Rs.): 1080 Crores
Detailed Description: Bus rapid transit (BRT) system is proposed on selected roads in GMUC.
Implementation period: 2009-2016, 2016- 2021 PPP Potential: BoT
Possible revenue: Fare, Advertisements, commercial area development and parking at stations.
Potential Benefits: It is a faster, sustainable and environmental friendly means of transport. It will also reduce the usage of personal modes on the roads.
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Project No: 8 Project Title: Road network Improvement Project Category: Mobility Corridor Development
Project Type: Long- term Length: Widening: 340 Km New Links: 250 Km
Location:
Approximate capital cost (Rs.): 2580 Crores
Detailed Description: Widening: 340 Kms 2 lane to 4 lanes: 290 Kms 2 lane to 6 lanes: 50 Kms New Links: 150 Kms 6 lanes: 100Kms 8 lane: 150Kms
Implementation period: 2011-2016, 2017- 2021, 2021- 3031 PPP Potential: Annuity
Possible revenue: Toll and Land development along the corridors
Potential Benefits: Development of road network will improve connectivity and accessibility within and outside of GMUC. Also will boost up the economic developments along the corridors.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Project No: 9 Project Title: Implementation of High capacity Mass transport system Project Category: Public/Mass transport
Project Type: Long- term Length: 50 Kms
Corridors:
DMRC master plan (2021) corridor
Along Khandsa road and NH 8 upto KMP corridor
Approximate capital cost (Rs.): 10000 Crores
Detailed Description: High capacity mass transport systems (Metro) are proposed on two corridors in GMUC.
Implementation period: 2016-2021, 2022- 2031 PPP Potential: BoT
Possible revenue: Fare, Advertisements and Commercial area development and parking at stations.
Potential Benefits: It is a faster, sustainable and environmental friendly means of transport. It will also reduce the usage of personal modes on the roads.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Project No: 10 Project Title: Inter modal transfer facilities Project Category: Public /Mass Transport
Project Type: Long- term Nos.: 3
Location:
Approximate capital cost (Rs.): 31 Crores
Detailed Description: The inter modal transfer facilities are proposed with:
Inter-state and inter-city and city bus services are proposed with the terminal
along with inter- modal transfer facility proposed in the Development Plan-
2021 on outer ring road near NH8 (sector 83).
Two additional inter- modal transfer terminals are proposed in Sector 29 and
sector 121 with city bus terminals.
These inter-modal transfer facilities would have park-and-ride system.
Implementation period: 2016- 2021, 2021- 2031 PPP Potential: BoT
Possible revenue: Advertisements and Commercial area development and parking
Potential Benefits: They will facilitate organised services of public transport and mass transport system. It will encourage passengers to use public/mass transport by having park- and – ride facilities, which will increase the patronage on mass transit and thereby reduce traffic on the roads.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Project No: 11 Project Title: Development of Truck terminals Project Category: Commercial Terminal Plan
Project Type: Long- term Nos: 3
Locations:
near Maruti Udyog near Old Gurgaon road (sector 19), and
two locations in Manesar (one along the Outer ring road (sector
88), and another location in sector 128).
Approximate capital cost (Rs.): 30 Crores
Detailed Description: Elimination of the rail crossings by providing RoBs/RuBs.
Implementation period: 2021- 2031 PPP Potential: BoT
Possible revenue: Parking Fee
Potential Benefits: The project is intended to organize/manage commercial traffic in the town in a better way. This proposal will help to avoid haphazard parking of trucks on the roads. Also it will add economic benefits to the surrounding area.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Project No: 12 Project Title: Rail over Bridge
Project Category: Other transport plans
Project Type: Long- term Nos: 3
Location:
At three level crossings in GMUC, located outside of city
Approximate capital Cost (Rs.) : 30 Crores
Detailed Description: The truck terminals proposed at these three locations are proposed to have a total of 3000 truck parking spaces and with ancillary facilities.
Implementation period: 2021- 2031 PPP Potential: Annuity
Possible revenue: toll collection
Potential Benefits: Enable continuous traffic movement.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Chapter 7
Institutional Framework
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The section analyse the present setup of institutional framework in Gurgaon, the issues
pertaining to the present setup and proposed frame work.
7.1 Present Institutional Set-Up
The following agencies are currently involved in planning, implementing and managing
traffic and transport infrastructure of GMUC.
Directorate of Town and Country Planning, Haryana (DTCP): This is the nodal agency
responsible for the Strategic Regional and Transportation Planning in the Urban Complex. It
has the overall responsibility of preparing and implementing development plans in the
Area. It functions as an apex body in preparing and implementing development programs
in areas such as housing, slum improvement, traffic and transportation and infrastructure
development.
The Haryana Urban Development Authority (HUDA): It is a statutory body of Haryana Govt.
was constituted under the Haryana Urban Development Authority Act, 1977 to take up the
planned development of urban areas and it functioned under the support of the Town &
Country Planning Dept. The main functions of Haryana Urban Development Authority are as
under:-
To promote and secure development of urban areas with the power to acquire, sell
and dispose off property, both movable and immovable ;
To acquire, develop and dispose land for residential, industrial and commercial
purpose ;
To make available developed land to Haryana Housing Board and other bodies for
providing houses to economically weaker sections of the society ; and
To undertake building works.
The development of major infrastructure services in the Gurgaon- Manesar urban complex
include master water supply, master sewerage system, master storm water drainage,
northern peripheral road, southern peripheral road and other major external roads and
major horticultural works will be under taken by this Authority.
Corporation of Gurgaon: Gurgaon has been upgraded to a Municipal Corporation recently.
The Corporation is responsible for planning and implementation of economic and social
development plans, basic urban amenities and facilities and urban infrastructure within the
area under Municipal Corporation.
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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 re-
finance/equipment leasing and working capital.
Infrastructural development in the State of Haryana. Performing Agency functions
on behalf of the State Government/ IDBI/SIDBI
Performing Agency functions for entrepreneurs and established industries for
enhancement of capacity/modernisation.
This agency is responsible for the infrastructure development of industrial estate of
Manesar.
Traffic Police: Traffic police is the foremost agency managing traffic in Gurgaon. The
jurisdiction of Gurgaon Police is almost synonymous with the Corporation.
Other Organisations: In addition, the Government organisations directly or indirectly
related to transportation in the GMUC are Department of Highways, Haryana State Road
Transport Corporation, RTO, etc.
Stakeholders like ‘SURGE’ are also active in traffic management in Gurgaon.
7.2 Issues with the Present Institutional Set up
There are a number of prestigious organizations/institutions involved in planning,
implementation and enforcement of Traffic and transport infrastructure in Gurgaon. In
many tasks, role of various agencies is overlapping.
But there is no organised public transport for intra city movements in Gurgaon. Private
operators are running mini buses to various neighboring villages. 6- seater autos and cycle
rickshaws are also active for local transport, but not in an organised way at all. There is no
enforcement/restriction in the movement of commercial vehicles also. There is no
agency/organization responsible for managing the above transport in Gurgaon.
Due to the multiplicity of institutions has resulted in fragmentation of functional
responsibilities, lack of local resources, paucity of financial resources and lack of
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privatization strategy for the sector, as a whole. This calls for developing and maintaining
an integrated transport system by an appropriate authority.
In order to have an integrated approach to improve the transportation infrastructure in
Gurgaon and to utilize the available infrastructure facilities and resources for development
efficiently, proper coordination and streamlining the activities of different agencies, there
is need for a statutory organization.
7.3 Proposed Institutional Framework
Realizing the importance of an integrated approach to the problem of Urban Transport, the
national Transport Committee set up in 1980 by Government of India thought of having a
Unified Metropolitan in Transport Authority (UMTA) for every major urban area to ensure
that not only the planning and operation of all transport modes are integrated but
transport development is clearly interlinked with the development as a whole. This
approach was subsequently incorporated into the National Urban Transport Policy (NUTP)
issued by the Government of India, in the Ministry of Urban Development.
UMTA should be a statutory body, created by on Act of parliament as an enabling body.
Besides, it should have professionals as members. All the above mentioned agencies
involved in planning, implementation and enforcement of transport in GMUC should have
members in UMTA. The UMTA will look into both the planning and execution aspects of all
the projects and recommend the priority with each of these projects should be taken up.
All the transport and infrastructure projects will be look into by this body. All urban
transport related projects need to be approved by the UMTA for funding (State / Central)
to be available to them. Apart from deciding the finance for the project, the body will take
a call as to which member agency will implement a particular project. The authority will
advise all the local bodies regarding the execution of transport projects. It should have
adequate transport planning expertise also in order to study and prepare perspective plans
for transport and related infrastructure. It should be responsible for undertaking and
updating all transport studies, including mobility plans in every 3-5 years. The UMTA is also
responsible as a regulatory authority, where it will adopt /set performance standards for
bus, roadways, transit etc. It will also have bus/ Vehicle operating standards.
Also UMTA would be responsible for developing integrated plans for the Infrastructure of
focusing on the Transport, Sewerage, Water, Storm water drainage, Electrical and
Communications requirements. This would ensure concurrent development and efficient
use of resources.
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To Summarize, UMTA should have the following responsibilities:
1. Regulatory
Setting norms/ Standards / Guidelines
Traffic Service levels
TSM Guidelines
2. Planning
Land use – transport integration
QA/QC for comprehensive mobility Plans
Updation of Master plans
3. Funding
Project Approval
State/Central fund sanctioning and channeling
4. Co-Ordination
Co-ordination with other Urban Infrastructure departments.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Executive Summary
Background
The Gurgaon- Manesar Urban Complex (GMUC)
extends to an area of 370 sq. km comprising of
Gurgaon Corporation, Haryana Urban Development
Area and Haryana State Industrial and Infrastructural
Development Corporation (HSIIDC) area in Manesar.
GMUC has witnessed tremendous urbanization since
the past two decades, due to public- private
participation in land development, automobile
industries, IT and BPO industry. Population growth in
the GMUC has recorded a natural growth till
1991(1.36 lakhs), while it has grown to 4.16 lakhs by
2001. The estimated population for 2008, based on
secondary sources for GMUC is above 10 Lakh even
with conservative estimates.
Its proximity to Delhi, to the International Airport and the Delhi-Jaipur national highway - NH8 has
made GMUC attractive for both industrial and residential development.
Haryana Government has taken many initiatives to boost the economic growth of the region. Some
of the major initiatives are:
Kundli- Manesar- Palwal (KMP) Global
Corridor and proposed developments
along the corridor
Development of Special Economic Zones
(SEZs): Major SEZs are proposed in and
around Gurgaon- Manesar area include
Reliance Haryana SEZ (RHSEZ), Raheja
SEZ, DLF Cyber SEZ, Raheja Engineering
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
SEZ, Uppal SEZ, Emmar MGF SEZ, DLF SEZ, IREO SEZ, etc.
The proposed DLF Cyber city in Gurgaon is expected to generate an employment of about 5
lakh by 2011 and the RHSEZ about 23 lakh.
Rapid urbanization, population growth, growing economy and emerging opportunities in the region
have placed an enormous demand for quality civic infrastructure. Apart from being plagued by
huge gaps in infrastructure to service the current population, Gurgaon faces other common
challenges like, traffic congestion, deteriorating roads, pollution and a strain on civic supplies.
Some of the major problems Gurgaon faces is the inadequate connectivity with Delhi, poor local
network, lack of public transport, facilities for truck parking, non motorised vehicles and
pedestrian, lack of off-street parking facilities, congested junctions and links, etc.
It is anticipated that by 2031, the population within GMUC will be about 43 Lakhs, even under a
conservative estimate, which will be about 3 times higher than the present population. The
proposed SEZs in and around GMUC are expected to generate huge employment in the area. The
peak hour motorised transport demand estimated for 2031 is about 3.7 Lakhs, which is currently
only 1.3 Lakhs. The impact of this high demand on the transport infrastructure of GMUC will be
huge and critical.
Vision
The mobility plan seeks to “move people, not vehicles”. By emphasizing the pre-eminence of
public transport and goods transport and integrating the land use with transport networks, with
encouraging non-motorised
transport it seeks to achieve the
objectives of the National Urban
Transport Policy (NUTP) in GMUC.
The Integrated Mobility Plan
vision for transport in GMUC ensures that the GMUC will have a high class sustainable and efficient
transport infrastructure that will meet the needs of the economic developments that are proposed
in the area.
Objectives
The objective of the Integrated Mobility Plan (this study) is to develop a transportation vision, set
goals and objectives based on the defined vision and develop specific actions in the form of short,
medium and long term transportation improvement proposals that will achieve the transportation
“To ensure that the Gurgaon - Manesar Urban Complex
will have a high class sustainable and efficient transport
infrastructure that will meet the needs of the economic
developments proposed in the area”
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
vision for the area. The Mobility Plan will emphasize the movement of people and goods, not just
motor vehicles, and so will give due priority to public transit, travel demand management and non-
motorized modes.
In order to address the existing and envisaged mobility demand in 2031 and to fulfill the vision
stated above, the following objectives need to be achieved:
Integration of land use and transport-connectivity between the areas of activities
within the GMUC
Accessibility within and outside GMUC
Better connectivity with Delhi
Increased use of Public Transit
Improved non-motorized and pedestrian facilities
Improved safety of travel
Reduction in pollution
Study Approach
A detailed traffic inventory was made through the collection of the following data:
Road network inventory surveys
Screen line volume counts
Junction turning counts
Cordon count and OD surveys
Speed and delay surveys
On-street parking surveys
Off- street parking surveys
Pedestrian count along the roads
Pedestrian count crossing roads/ junctions
IPT passenger interview surveys
Cyclist interview surveys
Inter city & local Bus passenger count and OD for both boarding and alighting passengers
House hold interview surveys
Topo surveys
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
A conventional four stage transportation model has been calibrated to help in transport forecast.
It includes:
Trip Generation – calculating the number of origins and destinations for each zone.
Trip Distribution – attaching the origins and destinations for complete trips.
Mode Choice – determining the mode for each trip (TW, car, auto, Public transport).
Assignment –assigning passengers to their respective highway and transit networks.
The highway (road) network with all the major roads and some key minor roads.
The economic development of the study area in terms of population and employment growth is
translated to the model for forecasting.
Based on the growth trends, three scenarios were considered to project population and
employment. They are, ‘Aggressive scenario’, ‘Moderate scenario’ and ‘Realistic scenario’. In the
‘Aggressive scenario’, all proposed SEZs are expected to come up within the stipulated time, while
‘Moderate scenario’ assumes a lesser growth of the SEZs, compared with the ‘Aggressive scenario’.
The ‘Realistic scenario’ assumes a very low growth keeping in view the global economic meltdown.
For the IMP recommendations, we used the ‘Realistic Scenario’.
The work participation ratio under ‘aggressive scenario’ is worked out to be above 1.0, while that
has come down to 0.75 and 0.45 for ‘moderate’ and ‘realistic’ scenarios respectively. In all cases,
the ratio is higher than the national average and hence the corresponding travel demand will be
huge. While for our planning, we have considered a horizon year employment in the region as 18.5
Lakhs, if the economy has its way this will be 59.2 Lakhs as can be seen from the ‘Optimistic
Scenario’.
Aggressive Moderate Realistic
Optimistic Scenario
• All proposed developments in
and around GMUC will see light
in the stipulated time
• GMUC Population projected
for 2021 is in accordance with
projections by the final
Developemnt Plan- 2021 and
additional 6 lakhs in the nodes
around GMUC
Moderate Scenario
• Only 50% of the
developments will see light in
the stipulated time
• GMUC Population projections
are accordance with projections
by Water Supply Dept. and
additional 6 lakhs in the nodes
around GMUC
Realistic Scenario
• 15% of proposed growth
nodes (outside GMUC) would
only happen keeping in view
the economic meltdown
• GMUC Population
projected for 2021 that is 43
lakhs would happen only in
2031.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The calibrated model has been used to forecast travel demand for the horizon period. The urban
network strategy has been evolved by testing two options of ‘Grid’ and ‘Ring’ network. Ring
network is found better performing than grid and is generally adopted as the preferred network
development approach. The model has been run under ‘Do- minimum’ interventions in 2031 and
under various public transport strategies for various horizon years.
Existing Scenario
GMUC virtually lacks organized public transport for local/intra -city
transport encouraging higher usage of personal modes. The public
transport share in total trips is minimum (10% of total trips), while
personallised mode share has 60% and Non Motorised Vehicles and
walk trips constitute 30%. The present road network constitutes
about 220 kms, in which 58% are two lane roads, leading heavy
traffic congestion on the streets. Traffic volume counts indicated
several oversaturated junctions, many on NH 8 such as IFFCO
Chowk, Rajeev Gandhi Chowk, Shankar Chowk and NH8 – Manesar
Chowk. Speed Surveys indicated a very low operating speed of 22
KMPH. Street lights are available only on 20% of roads. Water logging
is acute on roads. Roads with usable footpath are significantly lower
than 23%. No separate lanes are available for NMVs. Parking demand
is huge, but off-street facilities are absent. About 11000 vehicles are
parked on various roads in Gurgaon.
Accidents are increasing at the rate of
6% per annum. Accident prone locations include major junctions. The
estimated daily vehicular emission is about 15 tones currently. The
Origin- destination surveys conducted at the outer cordon locations
revealed that through traffic (bound between places out side of
GMUC) is significant on all major transport corridors. More than 70% of commercial vehicle trips
and about 50% of passenger trips are bound between places beyond
GMUC. Ring roads/bypasses are absent forcing through traffic to use
Gurgaon roads. About 13% of vehicles crossing the outer cordon points
of the study area, which constitutes about 40,000 vehicles, are goods
vehicles of which about three- fourth of goods vehicles have no
business in Gurgaon.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Even with such huge demand, truck terminals are not present in Gurgaon. During day time, these
vehicles are parked along roads near industries, which is a traffic hazard. The mobility issue of
these trucks/trailers are also become a concern in GMUC.
Approach
The above strategy is sought to be implemented through the following broad approach:
Implementation of an organized public transport system as an initiative to enhance the
mobility and suitable mass transport system for future.
Identification of a number of trunk mobility corridors along which low/medium/high
capacity public transport systems would be considered based on a scientific and detailed
alternatives analysis. The mass transport system to be integrated with the DMRC proposed
plans. This will enhance the connectivity with Delhi.
Providing alternative routes for bypassing the core city area. For this purpose, the ring
corridor has been suggested to enable the core city area to be bypassed. An outer ring also
has been suggested using portions of Peripheral roads recommended in the Development
Plan- 2021.
Providing a network of dedicated cycle tracks, footpaths and safe pedestrian crossings.
Providing flyovers/under passes in heavily congested junctions/intersections for better
management of traffic.
Provision of off-street parking facilities and management of on-street parking.
Provision of truck terminals, bus terminals and intermodal transfer facilities
Better traffic management measures including junction improvements, on-street parking
management, etc.
Special attention towards road safety
Introduction of physical and fiscal measures that would discourage the use of personal
motor vehicles.
Integrated plan for cycle rickshaws and share autos.
Reform and strengthen the institutional arrangements for planning, managing and
regulating the transport infrastructure in GMUC.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Mobility Plan Strategies
Solutions for GMUC transport improvements cannot be achieved by a single strategy. The mobility
goals for GMUC will need to be addressed through a multipronged approach. The following
strategies need to be adopted in tandem to meet the various goals set for GMUC.
I. Land Use and Transport Strategy
II. Mobility Corridor Strategy
III. Public Transit Strategy
IV. Non-Motorized Transport Strategy
V. Freight Management Strategy
VI. Traffic Engineering Measures
VII. Travel Demand Management Strategy
The land use and Transport strategy for GMUC has been evolved based on the Development Plan-
2001 prepared by DTCP, Haryana. IMP
has identified a number of trunk
mobility corridors along which
low/medium/high capacity public
transport systems that need to be
considered. Volume to capacity ratios on
the major roads connecting Delhi to
Gurgaon (MG road and Old NH road) has
already crossed 1 and need urgent
attention. Also the predicted volume to
capacity ratio of major corridors is
generally high. Operating buses in the kind of a congested network will be very difficult. However
as an initiative, introduction of bus transport is recommended with a current requirement of 300
buses. This will increase the current PT share from 10% to 24%. To cater to the future demand, in
addition to BRT corridors, possible medium (LRT/monorail) and high capacity/high speed Mass
Transit System (Metro), are recommended on appropriate corridors. The suggested transport plan
for 2021 with mass transit systems would augment the public transport share to 61%. Two ring
roads (inner and outer) have been proposed to segregate Gurgaon bound traffic from through
traffic. Non- motorized transport (NMT) trips in Gurgaon is significant, but the facilities are totally
inadequate.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
As part of NMT strategy, provision of footpath, pedestrian crossing facilities, bicycle lanes, cycle
rickshaw stands, etc. Freight management strategy includes development of truck terminals and
route management of cargo Movement between Manesar and Airport. As part of parking
management strategy, measures to organize on-street parking and off-street parking sites are
suggested. Traffic management strategy covers junction redesign, installation of traffic signs and
markings, etc.
Integrated Mobility Plan
The proposed mobility corridor plan consists of radial road network complemented with
circumferential roads to form a radial and ring pattern of the road network. Two circumferential
rings have been envisaged in the study area. The proposed mobility corridor covers about 200 kms
of roads. Road development is based on Development Plan (2021) network for 590 kms, including
340 Kms existing and 250 Kms new links. Mobility plan includes 23 grade separated intersection
facilities in GMUC. About 210 kms of road network is proposed with bi-cycle lane installation and
500 kms of road network is proposed for foot path installation. Three bus terminals including
intermodal transfer facilities and three truck terminals are suggested as part of passenger and
freight terminal plan. The traffic management measures suggested include short and medium term
schemes such as, Intersection redesign (22 nos.), Pedestrian crossing facilities, Parking
management in terms on on-street parking and off- street parking facilities (20 nos.), Bicycle lanes
and foot path on the existing network, traffic improvement in the market area, regulation of Auto
rickshaws and Cycle rickshaws, etc.
IMP Outcome
With the proposed IMP strategies by 2031, the share of personal modes will decline to 33% from
82%, while the public transport share will increase to 61% from 4%. The average network speed is
projected to be as 31KMPH. Another important outcome is the reduction in vehicular emissions.
The peak hour emission is expected to decrease from 5kg/sqkm to 2.1kg/sqkm.
Investment Programme
The approximate capital cost, excluding land acquisition, for implementing the mobility plan is
about Rs. 15,140 Crores (estimated based on block costs), including Rs. 543 Crores for traffic
management measures.
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
The rates are assumed based on consultants experience on similar studies in the past.
The investment is phased into three periods, 2009- 2016, 2017- 2021 and 2022- 2031. The first
period (2009- 2016) is basically focus on the traffic management measures and implementation of
bus transport and BRTs. The development of the main metro connecting Gurgaon with Delhi (which
is included DMRC 2021 plan), is proposed in the second phase. Other mass transit systems are
proposed to be developed in the third phase.
Projects have been categorized into short- term, medium –term and long -term projects based on
their sustainability. Short- term projects are those sustainable up to 5 years (e.g. junction
improvement, on-street parking management, etc), while those sustainable for 5- 10 years are
considered as medium term projects (flyovers, pedestrian subways, etc) and those sustainable for
more than 10 years are grouped under long- term projects (e.g.; mass transport projects.
Short- term projects are further categorized as those need to be implemented immediately. Block
cost estimated for such projects is about Rs. 543 Crores. Details are presented below. It is
recommended to carry out a feasibility study before execution of the projects.
Projects recommended for Immediate
Implementation
Block Cost
(Rs. In Crores)
Bus Fleet 150
Junction Improvement 3.1
Bus shelters 24
Carriageway widening with NMV lanes 200
Foot path cum drain 90
Traffic & Pedestrian Management measures (signs and
markings) 8
Pedestrian Crossing Facilities (grade separated) 8
Off-street Parking sites 60
Total Block Cost 543.1
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
Breakup of total cost estimates is presented below:
No Item Quantity Unit Rate Cost
( Rs. Crores)
2009- 2016
1 Bus Fleet 300 No. 0.5 150
2 Junction Improvement
Major 6 No. 0.25 1.5
Minor 16 No. 0.1 1.6
3 Bus shelters 160 No. 0.15 24
4 Carriageway widening with SMV lanes 200 Km 1 200
5 Foot path cum drain 200 Km 0.45 90
6 Traffic & Pedestrian Management measures 200 Km 0.04 8
7 Flyovers/Underpasses 15 No. 20 300
8 Pedestrian Crossing Facilities (grade separated) 8 No. 1 8
9 Off-street Parking sites 12 No. 5 60
10 BRT 74 KM 12 888
Total 1731.1
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
2016- 2021
1 Metro (DMRC) 25 Km 200 5000
2 BRT 16 Km 12 192
3 Road Widening (2 lane to 4 lane) 200 Km 2 400
4 Road Widening (2 lane to 6 lane ) 50 Km 4 200
5 New Links (6 lanes) 50 Km 6 300
6 New Links (8 lanes) 50 Km 8 400
7 Flyovers/Underpasses 16 No. 20 320
8 Inter- modal transfer facilities+ Mofussil bus terminal 1 No. 15 15
9 Off-street Parking sites 4 No. 5 20
Total 6827
2021- 2031
1 Metro 25 Km 200 5000
2 Road Widening (2 lane to 4 lane) 90 Km 2 180
3 New Links (6 lanes) 50 Km 6 300
4 New Links (8 lanes) 100 Km 8 800
5 Flyovers/Underpasses 10 No. 20 200
6 Inter- modal transfer facilities 2 No. 8 16
7 Off-street Parking sites 4 No. 5 20
8 Truck terminals 3 No. 10 30
9 RoBs 3 No. 10 30
10 RAAS & RMMS LS 5 5
Total 6581
Grand Total (rounded off) 15140
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Integrated Mobility Plan for Gurgaon- Manesar Urban Complex
To meet the transport needs of the future, investment requirements will increase to levels three to
four times higher in real terms from the present levels. The financing of this level will be a massive
task. While the government (both Central and State) will continue to be a major source of funds for
infrastructure, internal generation of resources by the sector itself will have to increase. A larger
role of the private sector such as SEZ developers (e.g.: development of LRT by DLF in DLF Cyber
city) is also visualized.
Major share of the investment is for developing public/mass transport systems. Fare,
Advertisements and Commercial area development and parking at stations. There are certain areas
of urban transport components that different stakeholders can participate so that the required
funding and responsibilities can be shared with suitable coordination and regulation mechanism.
The following funding sources are:
State/Central Governments
HUDA, Gurgaon Corporation, HSIIDC (Manesar)
Multilateral funding agencies
Private Entrepreneurs Like SEZ developers coming forward for funding in the transport
infrastructure sector
The possible ways of funding at a project level has been prepared and documented.
Proposed Institutional Mechanism
In order to have an integrated approach to improve the transportation infrastructure in GMUC and
to utilize the available infrastructure facilities and resources for development efficiently, proper
coordination and streamlining of the activities of different agencies, there is need for a statutory
organization. The IMP proposes setting up of Unified Metropolitan in Transport Authority (UMTA) for
this purpose.