Central Road Research Institute report suggests these add to the problem
As Delhi is grapples with congested roads and the increasing volume of traffic, the Central Road Research Institute (CRRI) in one of its report had suggested that construction of flyovers and underpasses, and widening roads or right of way are not better approaches and solutions to deal with congestion and heavy road traffic. The report found that new infrastructure projects like flyovers and underpasses can actually increase the number of cars on the road and worsen sustainability.
The report, titled: “Gradual sustainability approach for urban transport through subtle measures”, highlights that within a few years of construction, such approaches have increased the number of personal vehicles on roads and worsened sustainability without reducing congestion. The report was based on a study conducted at five key Metro stations in Delhi.
To understand the traffic situation on the ground, the CRRI selected five key Metro stations - Karol Bagh, Laxmi Nagar, Kailash Colony, Lajpat Nagar and Inderlok - in the most crowded locations in the city that always see heavy traffic outside the premises. These are also stations where not only vehicle users face problems, but Metro users as well as pedestrians complain of discomfort in movement and safety issues.
The study has clearly demonstrated that parking related policies (including segregated parking lanes for cycle rickshaws and electric-rickshaws) can result in improvement in vehicular speed by two to six km/h in the influence zone of the selected metro stations for all categories of motorised vehicles.
This is expected to result in total daily savings of 593 litres of petrol, 103 litres diesel and 643 kg CNG, and total CO2e (equivalent) reduction of 3.5 tonne/day in all the five metro stations. It is evident that the sustainable scenarios (viz. segregation/shifting of on-street parking, signal design, etc.) or similar to those that have been suggested, would result in significant reduction in fuel consumption and corresponding CO2e (equivalent) emissions.
This report also shows that minor corrections on roads like improving facilities for sustainable modes, no new construction for vehicle users, implementing on-street parking, lane and segregated parking for cycles and e-rickshaws and better crossing facilities for pedestrians can reduce congestion.
Further, it is also suggested that for effective improvement measures (covered through alternate scenarios), the following areas need to be addressed while preparing traffic circulation plans: (i) On-street parking needs to be channelised and preferably on minor roads. (ii) Segregated parking lanes for cycle rickshaws and e-rickshaws. (iii) Redesign of signals, including ‘no free left’ turn and ‘all red’ phase around metro stations. (iv) Pedestrian crossing at-grade as well as through metro stations. (v) Alternative bus stops locations suited to traffic and road users. (vi) Providing bus stops with ‘bus bays’ only for roads with less than two-lane carriageway. (vii) Possibility to provide segregated pick-up/drop off zones underneath metro stations for taxis, private vehicles and autos. (viii) Explore potential spaces for utilisation of different road users, metro commuters.
The Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre, the nodal agency for traffic planning for the National Capital has specific guidelines for road construction including desirable aspects such as drainage and pedestrian and cycling tracks. But frequently, footpaths, where they exist, turn into parking lots or are encroached upon, while the roads themselves have no consistency in terms of lanes, width or signage.
