7/13/2016

1

Context for Transportation in Delhi

8th July, 2016

Structure of the Presentation

Delhi- Introduction

Transportation Issues & Challenges

Food for thoughtFood for thought

• Urban Planning• Institutional framework

• Demand Management side• Supply Side

7/13/2016

2

Delhi Transportation

INTRODUCTION

Delhi- Growth Indicators

The urban area in Delhi has

grown by 53% from (22% in 1961 to 75% in 2011)

138.

50 167.

53

140160180

khs

)

400% population growth from 1961 to 2011

Density increased by 8 times

4.06

4.14

4.88

6.38

9.18 17.4

4

26.5

9

40.6

6 62.2

0 94.2

1

020406080

100120

1891

1901

1911

1921

1931

1941

1951

1961

1971

1981

1991

2001

2011

2021

Pop

ula

tion

in L

a k

7/13/2016

3

Growth in vehicles

• 6% growth in road length between 2006 and 2012 and 1-2% between 2012-2014

43% h i i hi l d i 2006 2012 d 11% b

3,000,000

3,500,000

4,000,000

4,500,000

5,000,000cl

e Pop

ula

tion Car and Jeep

Two-wheeler

Auto Rickshaw

• 43% growth in private vehicles during 2006-2012 and 11% between 2012-2014

0

500,000

1,000,000

1,500,000

2,000,000

2,500,00020

02-0

3

2003

-04

2004

-05

2005

-06

2006

-07

2007

-08

2008

-09

2009

-10

2010

-11

2011

-12

Veh

ic

Auto Rickshaw

Taxi

Bus

Good Vehicle

Travel Characteristics

BICYCLE

Modal Share Delhi 2008• Delhi aims to achieve 80:20 modal shift by 2021 (including walk & cycle trips) MPD 2021 BICYCLE 

4% CAR/TAXI 9%

2W14%

BUSCYCLE RICKSHAW

WALK  ONLY 35%

walk & cycle trips) MPD-2021• Buses per lakh population declined

from 57 (1981) to 25 (2014)• average journey speed in Delhi –

14-16 km per hour• A commuter spends around 10 hrs

a week travelling from home to BUS 27%

METRO 3%

TRAIN 1%

AUTO RICKSHAW 5%

CYCLE RICKSHAW 2%

a week travelling from home to office

• Lower Income Group spends about 20 to 25% of income on transportation- highly dependent on public transport

7/13/2016

4

Delhi Transportation

ISSUES & CHALLENGES

Increasing air pollution

• Air Pollution is at peak. Vehicles are the largest contributor.

7/13/2016

5

Bus Transport- Present Conditions

• 40,000 trips per day made by DTC

• 4.5 Million daily ridership of DTC

• 130% Average occupancy on buses for all routes. More than 150% during peak hours.

Data as in March 2015Data Source: DTC & CSE

• 49% of Trips in Delhi are catered by buses which constitute only 1% of the daily traffic.

Bus Transport- Present Conditions

• Rs. 8 per Km Loss* bLoss* per bus

• Rs. 1000 Cr. Annual loss for last three years

* Operational loses

Data as in March 2015Data Source: DTC & CSE

Operational loses

7/13/2016

6

Bus Transport- Issues and challenges

• High Breakdown of buses

• No increase in fleet size• No increase in fleet size

• Increasing revenue losses

• Shortage of Bus Parking/ space for Depot

• Absence of Route Rationalisation- Low productivity of bus fleetof bus fleet

• Overcrowding of buses in peak hours

• Low Fleet and Vehicle Utilization

Delhi Metro

• 213Km of existing MRTS Network (Including Airport Line)

– Daily Avg ridership ~ 28 Lakhs (2016)y g p ( )

• 200Km MRTS network under Construction (Phase III)

Issue and Challenges

Overcrowding during peak hours• Overcrowding during peak hours

• Inadequate Feeder Service

• Lack of integration with other modes

7/13/2016

7

How Metro commuters travel?

Access to Metro Dispersal from Metro

More than 50% of access trips and 40% of dispersal trips are non-walk trips

Car3.9% Two Wheeler

5.7%

Autorickshaw9.3%

Bus10.7%

Metro feeder

Walk43.9%

Car1.60%

Two Wheeler0.88%

Autorickshaw9.51%

Bus7.19%

Metro feeder0.88%

Company cab0.56%

E-rickshaw4.32%

Shared auto-rickshaw

5 84%

Walk60.99%

Dispersal from Metro

Metro feeder0.8%

Shared autorickshaw

8.4%Company cab0.5%

Grameen Seva4.2%

E-rickshaw5.1%

Cycle-rickshaw5.1%

Cycle1.8%

5.84%

Grameen Seva2.00%

Cycle-rickshaw4.48%

Cycle1.04%

Overcrowding during peak hours

8 -11 AM and 16-20 PM Capacity @6 pax/sqmt

7/13/2016

8

•More than 50% of the totalcommuters enters into thesystem within 6 hrs of peakperiod (total hrs of operation-18-

Peak hour of Peak Period

period (total hrs of operation 1819 hrs)

•Peak hour contribute 40%-50% ofpeak 3 hours duration

Road Safety

• Highest fatal road accidents amongst top 10 cities (2014)

• Between 8pm and 1 am- high number of accidents (2014)• Between 8pm and 1 am high number of accidents (2014)

Data Source: CSE & DTP

7/13/2016

9

Road Safety

Number of total accidents on different roads- fatal and simple • 3/4th of accidents on 8 major arterial roads (2012)

• Least accidents in Lutyen’s Delhi• Least accidents in Lutyen s Delhi

• Bus and Metro Station are most prone to accidents. Increase in trend near PT access points and

flyovers.

Data Source: CSE & DTP

Vulnerable Road Users

• 44.8% people killed in road accidents were pedestrians (2014)

• Highest pedestrian and cyclist fatality amongst Indian Cities

• 40% of roads have no footpaths

• 86% of roads have no pedestrian phasing for crossing

• 65% roads have low illumination (< 8 lux) unsuitable for pedestriansData Source: CSE & DTP

7/13/2016

10

Congestion

• Number of private vehicles doubled in last decade

• Reduction of average peak hour speed– 15 Kmph- 2016 (UMTC SLB surveys)

– 8 Kmph- 2031 (Forecast by Rites travel demand model)

• 99% of delay in private vehicles is due to traffic signals and traffic congestion

69.52%

0.19%

0.10%

0.67%

29.52%

Traffic Signal

Police Control

Animal Crossing

Pedestrian Crossing

Traffic Congestion

Data Source: CSE & DTP

Delhi Transportation

FOOD FOR THOUGHT

7/13/2016

11

Possible solutions

Planning

Solutions Institutional FrameworkSupply Side

Demand Management

Planning

• Restructuring of the City on principles of TOD

• Conducting TIA for every new development

• Design of transport station areas as Multi Modal Integration hubs

• Conducting Freight Audit and constructing Freight interchange complexes

• Make Road Safety Audits mandatory

7/13/2016

12

Traffic Impact Assessment

• A comprehensive and systematic process that sets out transport issues relating to a proposed d ldevelopment.

• Identifies the anticipated transport impacts of the development

• Assessment of road network for sufficient capacity to accommodate the residual vehicular trips created by the developmentthe development

• Propose measures to improve accessibility and safety for all modes of travel

Transit Oriented Development

Transit Oriented Development (TOD) is essentially any development, macro or micro, that is focused around a transit node, and facilitates complete ease of access to the transit facility, thereby inducing people to prefer to

Image Source: Infratrans

inducing people to prefer to walk and use public transportation over personal modes of transport.

Image Source: UTTIPEC, DDA

7/13/2016

13

Institutional Framework

1. Delhi Development Authority (DDA)2. New Delhi Municipal Council (NDMC)3. Municipal Corporation of Delhi (MCD)4 P bli W k D t t GNCTD

UMTA to cross the City

4. Public Works Department, GNCTD5. National Highway Authority of India (NHAI)6. Delhi Traffic Police 7. Delhi Transport Corporation (DTC)8. Northern Railways (NR)9. Delhi Metro Rail Corporation (DMRC)10. Airport Authority of India (AAI)11. Government of National Capital Territory of Delhi (GNCTD)12. Ministry of Road Transport & Highways 13 Ministry of Urban Development (MoUD) Govt of India

DUMTA

Limits??

13. Ministry of Urban Development (MoUD), Govt. of India14. Indian Road Congress (IRC)15. Central Road Research Institute (CRRI)16. Automobile Association of Upper India (AAUI)17. Delhi State Industrial and Infrastructure Development

Corporation (DSIIDC)18. Delhi Tourism, GNCTD19. Delhi Urban Art Commission (DUAC)20. Delhi Integrated Multi-Modal Transit System (DIMTS)

• Urban Transport Fund

• Exclusive Resources

Demand Management

• Staggering office hours

• Impose Congestion Pricing• Impose Congestion Pricing

• Impose Vehicle Rationing

• Increase on-street Parking Charges and optimize off-street parking charges.

• Impose annual parking fee on all vehicles instead of • Impose annual parking fee on all vehicles instead of onetime charge.

• Link Vehicle registration with available parking space

7/13/2016

14

Benefits of Staggering

• Uniform distribution of passengers trips• Better Utilization of Fleet capacity• Avoid cost of acquisition of more fleet to meet

the peak demand• Smaller queue at

– Ticket counter– Fare gate

Security– Security– Parking entry

• Reduced journey time for commuters• Lesser congestion in feeder network/systems• Lesser crowding ie more comfort for commuter

Supply Side

• Increase existing bus fleet• Migration towards alternate fuels• Allow bus priority through dedicated corridors and

dedicated signal phasing

• Provide subsidised land for bus parking• Construct Multi level bus depot for optimum utilisation

of land

i b • Allow premium buses for choice riders

• Improve first & last mile connectivity for metro stations

• Improve footpaths and construct cycling network

7/13/2016

15

Particulars Base Case( l G d l l)

Multilevel (G+2)

Comparison of parking capacity for Multi Level Depot

(only Ground level)

Land Area in Acres 5 5

Land Area in sqmt 20234 20234

Total number of Buses can be Parked

120 315

Area per Bus( sqmt/bus)

169 64

Significance of First & Last mile connectivity

M M Cycle Rickshaw/ Auto/ Walk-Cycle Rickshaw/

First & last mile connectivity takes 50% of journey time of a commuter

JOURNEY

First Mile Metro Last Mile

M M Feeder Bus etc-Walk

• Help connect low demand areas • First & last mile connectivity assist

Auto/bike sharing etc.

Help connect low demand areas with metro systems at a low cost

• Suppresses the parking demand at metro stations

• Offer affordable mode of transport

First & last mile connectivity assist in sustaining the ridership of main transit system by expanding the network.

• Makes system more flexible & approachable with reduction in total travel time

7/13/2016

16

Thanks You