In order to reduce congestion on the existing roads, it is proposed to identify additional / alternative links and access corridors. Such links termed as Urban Relief Roads, may be proposed subject to feasibility, along drains (including their covering), identification of new alignment, or upgradation / strengthening of an existing road / alignment or in the form of elevated roads/grade separators etc. All the options should be exercised for restoration of full ROW, including relaying of services etc., if affecting ROW.

The following priority stretches for provision of Urban Relief Roads have been identified.

  i.    Shankar Road - alternative elevated road may be explored.

 ii.    Vikas Marg

iii.    Extension of NH-24 to join Mathura Road (near Humayun's Tomb).

iv.     Prem Bari Pul (Pitampura) to Outer Ring Road along disused Western Yamuna Canal.

v.    Road between Nehru Place and Hotel Park Royal to be extended up to Lotus Temple and towards East of Kailash, if feasible.

vi.   Badarpur Border entry point.

vii.  Karol Bagh (new Rohtak Road) -alternative alignment by extending Arya Samaj Road through Anand Parbat to connect existing roads leading to Patel Road and Shivaji Marg on ROB or RUB.

viii. More bridges on river Yamuna (at Geeta Colony, Mayur Vihar, etc. -alignments of Platoon Bridges can be considered.)

ix.   Along drains passing through Lajpat Nagar, Defence Colony, Sarai Kale Khan, Lodhi Road, etc.

x.     Sarita Vihar (Junction of Mathura Road and Road No. 13-A) to Okhla Industrial Areas (road between Ph I and Ph. II to be connected by ROB or RUB).

xi.   Elevated road corridor between Connaught Place and East Delhi (Marginal Bundh Road).

xii.  Missing link and Outer Ring Road from NH-8 to Najafgarh Road.

Additional stretches of missing links could be identified from time to time by the concerned agencies. Their project may be implemented after carrying out detailed studies.

Vehicular traffic is a major contributor to the air pollution in Delhi. In order to reduce road congestion and the level of pollution, the possibility of having Underground Roads or Tube roads in critical areas needs to be considered. Such measures, together with provision of Metro Services, will also help to make historically important areas like Connaught Place, Chandni Chowk and Karol Bagh etc. pedestrian friendly. With advancement in technology, and a better climate for private participation and investment in infrastructure development, such proposals could be explored.

The Master Plan studies indicate the need for provision of intersections with grade separators. In case of existing grade separators the possibility of providing cloverleaves and direct interchanges, wherever necessary and feasible, may be examined in order to make the junctions signal free. To provide uninterrupted traffic movement various other options such as elevated roads with supporting infrastructure etc. will also need to be explored.

In the proposed urban extension, space reservation is to be kept for provision of grade separators, cloverleaves and Left Slip roads at intersections of all roads of 30 m. and above ROW. However, grade separated junctions shall be considered if there is no other possibility of including traffic flow. Further it should also be ensured that pedestrians and bicyclists continue to have safe and convenient access to the junction.

Freeways are defined as divided arterial highways for vehicular traffic with full access control and provided generally with grade separation at intersections. A freeway network in the NCR should be developed so that the cris-cross movement through Delhi is lessened.

With such a network of Freeways, Highways, MRTS and Electric Multiple Units (EMUs) a 2 to 3 hour movement network can be generated which will cover entire NCR. This will encourage interaction between Delhi and NCR towns.

The concept of the Master Plan for Delhi 1962 was based on a poly-nodal, polycentric, distribution of work centres, largely based on road transport nodes. A major fall-out of this has been distortion between infrastructure, transport and land use. To achieve spatial balance, development should take place according to new corridors of mass movement. This has implications in terms of land use planning along major transport corridors and the Mass Rapid Transport / Transit System. This would not only help to solve, to some extent, the enormous problems of mass transportation, but would also generate a dynamic potential for growth and employment. This is particularly true for the Metro Rail System. In this context the Metro corridors upto a certain depth would require selective re-development and re-densification / intensification of existing land uses based on site conditions. It is proposed that comprehensive redevelopment schemes of the influence area of MRTS stations be prepared.

At present there are 43 railway stations in Delhi. The total passengers catered to at these stations in 2001 are 12.08 lakh / day including about 9.06 lakh commuters. Out of these stations, major stations catering more than 1.0 lakh passengers per day are:

Five directional Metropolitan Passenger Terminals (MPT) have been proposed to

decongest the central area. These are:

i. Anand Vihar, East Delhi

ii. Bhartal in Dwarka, South-West Delhi

iii. Holumbi Kalan in Narela, North Delhi

iv. Tikri Kalan, West Delhi

v. Hazrat Nizammudin, South West Delhi

It is proposed to integrate the Inter State Bus Terminus with Delhi main railway station and the land should be made available by the shifting the IP University to the new campus.

Since about 75% of the total passengers are commuters, therefore in order to facilitate improvement in their movement between Delhi and surrounding towns either of the following is proposed based on the feasibility by the concerned authorities:

      i.        Extension of MRTS.

     ii.        Provision of dedicated railway corridor with supplementary feeder bus services for linking with other modes of transport (IRBT Corridors).

The total passenger trips per day catered by road-based transport are 15.97 lakh, out of which about 9.54 lakh (60%) are commuters. Majority of such trips are by bus.

Out of four new Interstate Bus Terminals (ISBT) as proposed in MPD-2001, only one at Anand Vihar in East Delhi has been developed as a part of Metropolitan Rail Terminal. The terminal at Dwarka (Bhartal) has also been included in Dwarka Project. The remaining two terminals at Okhla (Madanpur Khadar) and Narela (Holumbi Kalan) have not been developed.

In order to cater to the additional passenger requirements, it is proposed to develop the following ISBTs (10 Ha each) along the Metropolitan Passenger Terminals:

      i.        At Bhartal, Dwarka.

     ii.        At Holambi Kalan, Narela Subcity.

    iii.        At Sarai Kale Khan. the existing Bus terminal should be upgraded and be linked to Hazrat Nizammudin Railway Station.

    iv.        At Tikri Kalan.

Apart from above ISBT, it is proposed to identify exclusive bus terminal sites at the intersection points of NH and outer ring road / ring road to cater to the passenger movement.

These could be developed at:

      i.        Dhaula Kuan.

     ii.        IFC Madanpur Khadar to relieve Intercity Passenger congestion at Ashram Chowk.

      iii.        Tikri Kalan to relieve Intercity Passenger congestion at Peeragarhi Chowk.

     iv.        Narela to relieve Intercity Passenger congestion at Outer Ring Road and G.T. Karnal Road Junction-Jahangirpuri Byepass.

A smaller Terminal at Narela Railway Station and ISBT along G.T. Road may be considered. This concept can be applied wherever possible to intercept Intercity Passenger Traffic at Arterial roads.

The International and Domestic air passenger movement in Delhi is catered by Indira Gandhi International Airport and Palam Airport respectively. Both the Airports have been linked to other parts of the city and urban extension through the transport network to facilitate fast movement. The passenger movement by air in Delhi on an average day in 2001, was as under:

Table 12.3: Distribution of Daily Air Passengers

A strong and vibrant economy of Delhi Metropolitan Area provides a backdrop to a healthy demand for air travel. IGI Airport, Delhi has witnessed a phenomenal growth of traffic during the last few years both on account of business travel and leisure trips. Total passenger traffic through Delhi Airport grew by 27.4% in 2005 -06 over the previous year and reached an annual figure of 162 lakh. According to the current forecasts, the passenger traffic through Delhi Airport is expected to increase to 290 lakh in 2010 and 370 lakh in 2012. In terms of air cargo traffic, Delhi airport handled 383,000 tons of cargo during 2005-06, and this is estimated to grow to 540,000 tons in 2010 and 638,000 tons during 2012. Longterm forecasts indicate that Delhi Airport would be handling over 1000 lakh passengers and 3.6 million tons of cargo in the year 2036.

In order to meet the requirements of growing traffic and to upgrade the facilities to world-class standards, phased development of the airport has been initiated according to a Master Plan. The first phase of development is scheduled to be completed in early 2010, in line with the Commonwealth Games being hosted in Delhi. The airport may be connected by an expanded NH-8, as well as the MRTS by providing a rail station close to the passenger terminal to shorten the journey time. The development of the airport will also require augmentation of utilities serving the airport, particularly power supply, water supply and drainage facilities.

With the expansion of commercial and industrial activities in Delhi Metropolitan Area, the goods movement within urban area and outside has grown considerably, leading to environmental deterioration in the city.

In 2001, on an average day, the goods movement by various modes at outer cordons in Delhi was as under:

Table 12.4: Goods Traffic at Outer Cordons

1.Goods movement by Rail

Presently the goods are terminating as below: -

2. Goods movement by Road

Out of the total Goods traffic volume, major share is handled by the points at NH- 8, NH-1, NH-24 and Kalindi Kunj. On an average day in 2001, about 68,808 goods vehicles were entering and/or leaving Delhi.

Movement of incoming / outgoing goods traffic in 2001, on different highways and other major roads on average weekday, is given as under:

Table 12.5: Directional Distribution of Daily Goods Traffic in Delhi - 2001

Fuel Stations are permissible on Master Plan / Zonal Plan roads and shall not be permitted in absence of an approved Zonal Plan of the area.

At the time of preparation of layout plans of various use zones namely, residential commercial, industrial, PSP facilities and other areas the location of Fuel Stations should be provided as per the norms given in Table 12.6.

The regulations for locating the fuel stations -cum-service stations, the development control and permissibility shall be governed by the policy / decision by competent Authority / Government Notifications issued from time to time. New fuel stations shall be regulated by the following controls:

              i.        Fuel stations shall be located on roads of minimum 30m ROW.

             ii.        The plot size for fuel stations shall be minimum of 30m X 36m and maximum of 33m X 45m (75m X 40m for CNG mother station as per requirement).

            iii.        The minimum distance of plot from the road intersections shall be as follows:

a.    For minor roads having less than 30m ROW- 50m

b.    For roads of ROW 30m or more- 100m

c.    Frontage of plots should not be less than 30m.

           iv.        Maximum Ground Coverage: 20%, Maximum FAR: 40

            v.        Maximum Height: 6m

           vi.        Canopy: equivalent to ground coverage within set back.

          ^1[vii.  Maximum 10 FAR permissible for non-inflammable, non-hazardous commercial activities subject to payment of conversion charges / levies, as prescribed by the Government from time to time.]

Table 12.6: Norms for Fuel Stations

Already existing authorized CNG service stations for public transport vehicles may continue for this purpose alone, till regulations in this regard are notified or the Zonal Plans for such areas are finalized, whichever is earlier. While finalizing Zonal plans, efforts may be made to integrate such service stations in the Plan.

Apart from providing Park and Ride facilities with reference to integration between the Road and Metro Rail / Rail Transport systems, such facilities would also need to be provided to reduce the problem of parking on main arterial roads in the context of identified work and activity centres which may not be directly connected by the MRTS and to encourage use of public transport.

The major efforts will have to come through the creation of public facilities in designated commercial / work centres and other areas and corridors where significant commercial activity has developed by way of mixed use. In the context of the latter, it would also need to be linked to pedestrianisation within the identified areas. In the above context following steps would be necessary: -

      i.        All existing areas of concentration of business / commercial activity, where absence of adequate parking and congestion is visible, should be identified and listed, and based on studies of vehicle volumes specific projects for multi level parking, using the latest available technologies should be formulated and implemented in a time bound manner.

     ii.        Major corridors along which commercial activity has grown over the years by way of mixed land use with / without authorisation should be identified and taken up for redevelopment with a major objective being the identification and development of open areas for parking, green development and pedestrianisation.

    iii.        In all new Commercial / Business / Industrial centres, adequate parking on the surface as well as below and above the ground must be provided. Revised norms in terms of Equivalent Car Space (ECS) are being provided and would need to be strictly adhered to and enforced.

   iv.        The development of multi level parking facilities may be taken up, wherever, feasible in a public private partnership framework, with private sector investment and involvement, for which incentives may be provided by way of land use and FAR etc.

    v.        The use of basement wherever provided for parking, must be strictly adhered to.

   vi.        Stringent provisions by way of fine and other penal actions need to be provided for violation of parking rules.

  vii.        A graded parking fees structure should be evolved as of measure of parking demand management, and encouraging use of public transport.

 viii.        Serious consideration should be given to evolve a policy linking registration of new vehicles to availability of owner parking facilities.

   ix.        All encroachments on land earmarked for public parking should be removed. However, Public Parking Areas may be used for Second Hand Car Bazaar on payment basis, only during holidays subject to meeting requirement / conditions of the concerned authorities.

    x.        Wherever feasible, space on roofs, under stilts and basements should be exploited to the optimum for parking so as to reserve the max. ground space for landscape development, pedestrian movement etc.

The use of DTC terminals and depots for development of public parking alongwith  parking of DTC buses, private buses and Chartered buses, should be explored and specific projects developed.

Based on the site feasibility, parking facilities can be created under the open spaces without disturbing the green areas on the surface and surrounding environment. The approvals from the concerned agencies are mandatory before taking up such works.

Over the years a large number of the residential areas have been experiencing severe problems of vehicular congestion and shortage of parking space. Most of the parking is, in fact, being done on the road, which significantly reduces the carriageway width. The problem has been exacerbated by the traffic congestion generated by schools in gross residential use areas. Some measures required to alleviate the problem, to some extent, will be as under: -

      i.        All the encroachments on residential streets in the form of kitchen gardens / roadside private greens, large projections / ramps, etc. need to be removed.

     ii.        Road cross sections may be redesigned wherever possible to accommodate planned car parking along the residential streets, and also creating more surface movement space.

    iii.        Other options, in selected areas, such as creation of underground parking below parks and open spaces will also have to be considered.

   iv.        Resident Welfare Associations will have to be called upon to participate in this process by raising contributions from the residents on the basis of objective criteria such as number of cars owned, etc.

    v.        Problem of congestion arising on account of the traffic generated by schools have to be specifically addressed, and the main responsibility for putting up the required additional facilities has to be borne by the schools themselves. Policy guidelines will have to be evolved for this purpose.

Parking is one of the utilities permitted in all use zones except in regional park / ridge, developed recreational areas and parks as per the approved layout plan. Parking standard have been prescribed in each use premises. However, where not prescribed, these will be followed as per standards given in Development Code section of the Master Plan. The standards given are in Equivalent Car Space (ECS) which include parking for all types of vehicles i.e. cars, scooters, cycles, light and heavy commercial vehicles, buses etc. Parking adequacy statement/study for large projects like Stadia, Shopping Malls, Multiplexes will be desirable.

Multi level parking facility should preferably be developed in the designated parking spaces or in the residential, public-semi-public facilities, commercial, transport node, DTC depot, etc. with the following Development Controls:

      i.        Minimum Plot Size - 1000 sqm.

     ii.        In order to compensate the cost of Multi-level parking and also to fulfill the growing need of parking spaces within urban area, a maximum of 25 % of gross floor area may be utilized as commercial / office space.

    iii.        In addition to the permissible parking spaces on max. FAR, 3 times additional space for parking component shall be provided.

   iv.        Maximum FAR permissible shall be 100 (excluding parking area) or as per the comprehensive scheme. However, no FAR shall be permissible in plots / existing buildings where 5% addl. ground coverage is permissible (Refer para 8 (4) i) Parking Standards, Chapter 17.0 Development Code).

    v.        Maximum ground coverage shall be 66.6%. The maximum height shall be restricted to permissible height of the land use in which the plot falls. There will be no restriction on the number of levels of basement subject to structural safety.

   vi.        In case of comprehensive schemes, development controls including height shall be as per approved scheme.

  vii.        Number of basements - No Limit, subject to adequate safety measures.

 viii.        For development of Multilevel Parking, models should be worked out to encourage the private sector initiative with restricted commercial component, not exceeding 10% limited to FAR 40 on the plot.

   ix.        Specific proposals requiring relaxation in above-mentioned norms would be referred to the Authority.

A number of multilevel parking sites have been identified by the local bodies / agencies. (List given in the Annexure I).