CHAPTER -12

TRANSPORT

1.

The Transportation System is a critical component of urban infrastructure and the lifeline of the city. A
well-developed and planned transportation system is integral to the development of economic and
social activity and accelerates economic growth. The ever-growing population of Delhi has resulted
in mounting pressure on the transportation system and this is bound to increase further in coming
years. The urban transportation system now has to be developed to cater to the burgeoning
population growth.

2.

VEHICULAR GROWTH

100

2.1

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

2.2

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

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3.

4.

MODES OF TRANSPORT
3.1

Delhi is predominantly dependent on road transport, with the railways catering to only about
1% of the local traffic. The ring rail network in Delhi is grossly underutilized. Buses cater to about
60% of the total demand while personal vehicles account for 30%. Buses constitute only 1.2% of
the total number of vehicles, but cater to 60% of the total traffic load. Among personalized
vehicles, motor cycles and scooters comprise about 64.5% of the total number of vehicles in
Delhi, while cars and jeeps account for 26.6% of the total vehicles. (Table 12.3).

3.2

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

ROAD NETWORK
4.1

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

4.2

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

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Chart 12.2
NUMBER OF VEHICLES AND ROAD LENGTH IN DELHI

RING ROAD
4.3

The Ring Road, Outer Ring Road and the radial roads constitute a distinct feature of the road
network in Delhi. Ring Road has a length of 48 km, of which 16 km is common with Outer Ring
Road and NH-1. The 6-lane carriageway of the existing Ring Road had reached the saturation
capacity of 110000 vehicles per day. Traffic is projected to reach between 1.5- 4 lakh PCUs by
2011, which will require expansion of the Ring Road to 18- 24 lanes (Source: NCRPB).

NATIONAL HIGHWAYS
4.4

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

PERIPHERALEXPRESSWAY
4.5

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

ECONOMIC SURVEY OF DELHI, 2001-2002

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

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GURGAON EXPRESSWAY
4.6

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

FLYOVER AND BRIDGES

4.7

5.

The expansion of the road network and the growth in vehicular traffic in Delhi resulted in
installation of traffic signals almost at every intersection within short distances. This has led to
excessive time and fuel consumption for all vehicular trips. To overcome this problem by providing
uninterrupted movement of traffic, a special programme to construct flyovers was started in
1998-99. During the 9th Five Year Plan, 11 flyovers/ ROB/Grade-Separators have been constructed
in Delhi by various agencies (PWD, DDA,DTTDC & MCD). To cater to the growing needs of
signal-free movement of traffic, there is a proposal to construct 45 flyovers and 27 bridges by
PWD, DDA & DTTDC during the 10th Five Year Plan. MCD is also planning to take up 21 new
projects of ROB/RUB/Grade Separators on busy inter-sections or railway crossings during the
Tenth Five Year Plan.

INTERSTATE BUS TERMINALS (ISBT)

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

6.

RAIL NETWORK
6.1

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

MASS RAPID TRANSIT SYSTEM (MRTS)

6.2

104

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

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

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105

SN

Particular

Length (Km)

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

11

Shahdara- Barwala (Rail/surface/elevated Corridor)

28

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

13

Total

52
[See Map 12.3 also]

Map-12.3
DELHI MRTS PROJECT LOOCATION MAP

106

ECONOMIC SURVEY OF DELHI, 2001-2002

Map-12.4
METRO ALIGNMENT

ECONOMIC SURVEY OF DELHI, 2001-2002

107

CHANGE IN CORRIDOR
6.3

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

6.4

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

Segment
Rail Corridor (RC)

Name of the Section

RC Seg.1

Shahdara - Tis Hazari

31st December, 2002

RC Seg.2A

Tis Hazari - Tri Nagar

30th September, 2003

RC Seg.2B

Tri Nagar - Rithala

31st March, 2004

RC Seg.2C

Rithala - Barwala

31st December, 2004

Tri Nagar - Nangloi

Kept on hold

MC1A

Vishwavidhyalaya - ISBT

31st December, 2004

MC1B

ISBT - Central Secretariat

30th September, 2005

RC Seg.3

Target date of commissioning

Metro Corridor (MC)

OVERALL PROGRESS AND EXPENDITURE INCURRED

6.5

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

PHASE II OF MRTS
6.6

108

Phase I of Delhi MRTS is expected to be commissioned by 2005. It is proposed that in Phase-II a

14 km long Barakhamba - Indraprastha- Dilshad Garden (via Anand Vihar) Corridor and a
Central Secretariat - Safdarjang - Vasant Kunj Corridor (18.5 km) ought to be taken up and
completed during the period 2005-2010. The aggregate length of the MRTS Corridor in phase II
would be 32.5 km at a cost of Rs.5,000 crore at current price level. (Map 12.5)

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Map-12.5

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INTEGRATION WITH OTHER MODES OF PUBLIC TRANSPORT

6.7

At present, the public transport system of Delhi is almost entirely road based. With the coming
of MRTS, particularly in influence areas of MRTS corridors, the bus system should act as a feeder
so that both systems can complement each other. In other areas, the bus system will continue
to be the primary mode of public transport. In this direction, DMRC has commissioned a study
to plan the feeder system to MRTS and restructuring of existing bus routes. M/s. RITES have
recently completed this study.
As different sections of MRTS Phase-I project are proposed to be commissioned on different
dates from the year 2002 to 2005, for feeder system and restructuring also phase planning has
been done. For implementation of these recommendations a task force of DMRC, DTC and
GNCTD officials is working to review each route proposed for restructuring and for feeder
routes. For integration, DMRC is providing bus bays at different stations. For park and ride trips,
it is providing parking facility at various stations wherever feasible and required.

REGIONAL RAIL NETWORK

6.8

6.9

7.

(a) Shahadara - Sahibabad - Ghaziabad Rail link

--

13.80 Kms

(b) Dayabasti - Bijwasan - Gurgaon Rail link.

--

26.00 Kms

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

--

19.20 Kms

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

DELHI TRANSPORT CORPORATION :

7.1

110

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

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

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engaged 2685 buses of private operators under the Kilometer scheme. Fleet utilization has
increased to 80.46% in 2001-02 as compared to 53.73% in 1995-96 and 54.76% in 2000-01. DTC's
fleet constitutes 8.5% of the total buses in Delhi and buses under DTC control (including the
Kilometer scheme) account for 15 % of the total buses registered in Delhi during 2000-01.
7.2

8.

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

ELECTRIC TROLLEY BUSES/ HIGH CAPACITY BUS SYSTEMS :

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

9.

INTEGRATED FREIGHT COMPLEXES

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

10. TRAVEL DEMAND BY 2021

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

9.4 Million in 1991

22 Million in 2021

Vehicles

1.8 Million in 1991

Over 8 Million in 2021

Per Capita Trip Rate (Mechanical Modes)

Average Trip Length (Km)

0.79 in 1993 1.2 in 2021

Car 11.28 in 1993 & 17.74 in 2021
Bus 10.66 in 1993 & 14.58 in 2021

(Source : DUEIIP-2021)

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111

11. DELHI UNIFIED METROPOLITAN TRANSPORT AUTHORITY (DUMTA)

11.1 There is a multiplicity of authorities handling different functions of the urban transport system
with a resultant lack of coordination. The Delhi Urban Environment & Infrastructure Improvement
Project-2021 recommended the setting up of a Delhi Unified Metropolitan Transport Authority
as under:

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

112

Preparation of transport system Plan for NCTD

Preparation of transport system management plans for critical areas

Resource mobilisation

Approval of corporate plans and transport service plans by other agencies

Facilitation of private enterprise and private resources for development

Formulation of integrated fare policy

Co-ordination of provision of transport facilities and services

Protection of interest of users

Monitoring the quality and standards

Design and maintenance of Delhi Transport Information System

Prescribing norms and standards for facilities and services

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12

ROAD SAFETY
12.1 Safety is a major component of traffic management. The phenomenal increase in the number
of motor vehicles in the city coupled with limited road space, inadequate facilities for pedestrians
and cyclists, irresponsible driving and violation of traffic rules has resulted in a significant number
of road accidents. Though the number of accidents has shown a decreasing trend in the last
three years due to continuing efforts of all concerned agencies, there is a need and room for
vast improvement in traffic regulations and management.
12.2 The total number of accidents in 1998 and 1999 was 10217 and 9909 respectively. Details of
accidents reveals that pedestrians, cyclists and two wheeler riders are the major victims
accounting for 55%, 10% and 24% of total casualties in 1999. The fatality mostly occurred among
pedestrians (1025) followed by two wheeler riders (431). One of the most vulnerable groups is
school children. For this, the idea of dropping and picking them up at boarding and alighting
points (of bus, van, auto-rickshaws etc) is quite deep rooted in most of parents and many of
them use their own vehicle for this activity adding to congestion and confusion. The major killer
roads identified for total accidents occurrence in 1999 include Ring Road, Outer Ring Road,
NajafgarhRoad, Mathura Road, and Rohtak Road. Moreover, in the absence of adequate
manpower and infrastructure facilities and procedural delay, accident handling is quite inefficient
in terms of hospitalisation of the victim, traffic hold-ups and related pollution effects etc.

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

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113