Decongesting Traffic

CITY LEVEL PROJECTS
Decongestion of Traffic Junctions

Ten Junctions Identified by Delhi Traffic Police
(An ISO 9001 : 2008 Certified Organisation)
Delhi Urban Art Commission

The Delhi Urban Art Commission was set up by an Act of Parliament in 1973
to “advise the Government of India in the matter of preserving, developing
and maintaining the aesthetic quality of urban and environmental design within
Delhi and to provide advice and guidance to any local body in respect of any
project of building operations or engineering operations or any development
proposal which affects or is likely to affect the skyline or the aesthetic quality
of the surroundings or any public amenity provided therein”.

Prof. Dr. P.S.N. Rao Chairman
Sonali Bhagwati Member (Upto 5 October 2017)

Samir Mathur Member
Sonali Rastogi Member
Durga Shanker Mishra Member & Addl. Secretary, Ministry of Housing and Urban Affairs
(Upto 10 August, 2017)
Manoj Kumar Member & Addl. Secretary, Ministry of Housing and Urban Affairs DELHI URBAN ART COMMISSION with gratitude duly acknowledges the valuable contributions of the
(From 11 August, 2017) following in making this report:
Vinod Kumar Secretary
Duac Officers Organisations / Others

Rajeev Kumar Gaur, Raghvendra Singh, Indu Rawat , Amit Mukherji, Uma Bhati, Manju Anjali, Siddharth Sagar,
Nihal Chand Ministry of Urban Development
Delhi Development Authority
Senior Consultant Government of National Capital Territory of Delhi
Dr. Anvita Arora North Delhi Municipal Corporation
East Delhi Municipal Corporation
Consultant South Delhi Municipal Corporation
Aditi Arya 3D VISUALIZER TEAM
Jashwanth Tej Kasala Anil Kumar New Delhi Municipal Council
Joel Michael NIkhil Pandey Geospatial Delhi Limited
Komal Gupta Delhi Metro Rail Corporation
Mitali Kedia Delhi Urban Shelter Improvement Board
Nancy Yadav BSES Rajdhani Power Limited
Parul Kapoor
BSES Yamuna Power Limited
Priyadarshini Ghosh
Revathy Pradeep RWA’s and Area Councillors
Shilpi Madnawat Google Earth
Preface
*DISCLAIMER*
This report is for academic purposes only and has been prepared on the basis of
information gathered from various sources, in cases without any independent verification.
The report can be adopted and utilized by any Government Authority/Local Body in
the Country and is provided free of cost. The report is not meant to derive any kind of
gain, monetary or otherwise. The city of Delhi, capital of this vast land of diversities, is a city laden with layers of
Though all efforts have been made to ensure the accuracy of the information in this history, a place where civilizations have lived, prospered and perished over centuries.
report, the same should not be construed as a statement of law or used for any legal The modern city today, built over and around a rich tapestry of heritage, presents an
purposes. Delhi Urban Art Commission (DUAC) accepts no responsibility in relation to opportunity at every turn, to allow for coexistence of the past, present and the future.
the accuracy, completeness, usefulness or otherwise, of the information contained in the In order to understand this multidimensional urban spectrum and attempt to plan the
publication. Stakeholders are advised to verify/check any information with the relevant future, various city level studies have been initiated by the DUAC. I hope that these
Government Department(s) and/or other source(s), and to obtain any appropriate studies will help the planners of modern day Delhi to carefully articulate urban space,
advice before acting on the information provided in the report. structure, form and environment and sensitively address future requirements.
While adequate measures have been taken to acknowledge the source of the I convey my thanks to all the Consultants and Members of the Commission who have
information used in the report, the nature of the process and the diverse sources tirelessly worked on this research project to bring out this document. I also take this
from which information is collected makes it difficult for the Commission to ascertain opportunity to place on record my sincere appreciation of the efforts of Secretary and
whether each piece of information/data impinges upon any third party intellectual other staff of DUAC for providing the necessary administrative support to make this
property rights. DUAC shall consequently not be responsible for any inadvertent and happen.
/ or bonafide omission of acknowledgement of source of information. I fondly hope that the authorities of the local, state and national government take
In no event will the DUAC be liable for any expense, loss or damage including, without these studies seriously and implement, in right earnest, the suggestions given herein.
limitation, indirect or consequential loss or damage, or any expense, loss or damage
whatsoever arising out of any person/ stakeholder using or implementing or relying on
any information in this report.
January, 2018 Sd/-
Prof.Dr.P.S.N.Rao
Chairman, DUAC
Contents
1 Introduction 9
7 NSG Roundabout, Mehram Nagar 92
1.1 Traffic in Delhi 9 7.1 Site Context 93
1.2 Project Background 10 7.2 Existing Scenario 94
1.3 Study Approach 11 7.3 Site Analysis 96
7.4 Proposal 98
2
8
Pusa Roundabout 12
2.1 Site Context 13 Escorts Junction, New Friends Colony 102
2.2 Existing Scenario 14 8.1 Site Context 103
2.3 Site Analysis 16 8.2 Existing Scenario 104
2.4 Proposals 20 8.3 Site Analysis 105
8.4 Proposal 108
3
9
Nangloi Depot Junction 32
3.1 Site Context 33 Nizamuddin Khatta 114
3.4 Proposals 42 9.3 Site Analysis 117
9.4 Proposal 119
4
10 Kapashera Chowk
Kamal T-Point & Liberty Cinema Chowk 50
4.1 Site Context 51 120
4.4 Proposal 60 10.3 Site Analysis 122
10.4 Proposal 123
5 S- Block Junction, Mangolpuri 74

5.1 Site Context 75
5.2 Existing Scenario 76
5.3 Site Analysis 78
5.4 Proposal 80
6 Palla Chowk 84
6.1 Site Context 85
6.2 Existing Scenario 86
6.3 Site Analysis 88
6.4 Proposal 90
Summary 1.1 Traffic in Delhi
INTRODUCTION
The study was taken up on a request from Delhi Traffic Police as a part of their initiative to decongest 200 junctions Congestion on urban roads is caused due to multiple factors that include but are not limited to –
in Delhi. These junctions were WWidentified as choke points causing traffic delays and longer travel times. Congestion a) Land use,
at traffic junctions affects multiple streams of traffic and has a magnified effect. Junctions also play an important role in b) High volume to capacity ratio (V/C),
ensuring safety of vulnerable road users i.e. pedestrians and cyclists as these are the points of direct conflict between c) Development of suburbs leading to greater directional splits,
these users and motor vehicles due to crossings. Poor design of junctions is the primary reason for traffic jams and also d) Bottlenecks on links due to varying carriageway or encroachment,
pedestrian and cyclist fatalities on roads. Adequate and well designed junctions considerably improve the capacity of road e) Bottlenecks/ low navigability of nodes (junctions),
network in terms of throughput and traffic dispersal while ensuring safety of all road users. f) Driving behaviour, etc..
The ten junctions taken up are located all over Delhi on arterial roads with varying types of traffic ranging from inter Magnitude of effect due to each of these factors varies to a great extent based on context. In a city like Delhi, which on
city movement to traffic generated due to events, to traffic attracted by prominent land use, to general everyday one hand enjoys privileges and facilities of global cities and on the other faces numerous third world issues like rampant
commuting traffic. From the study it is determined that while each of the junctions were unique in terms of context, encroachment, poor policing, exponential increase of private transport, inefficient and insufficient public transport; almost
character, and issues, they also exhibited some common issues that can be summarily resolved through strong policing all of the previously mentioned congestion factors come into play.
and implementation policies. Each Junction was taken up individually to understand the specific factors causing congestion.
Major causes of traffic congestion
1. Pusa Roundabout : Geometry of the roundabout, that has evolved incrementally with recent developments like At 1749 km of road length per 100 km², Delhi has one of the highest road densities in India. Major roadways include the
blue line metro; and increased local traffic due to the IAS coaching industry were found to be the primary reasons for Ring Road and the Outer Ring Road, which had a traffic density of 110,000 vehicles per day in 2001. Total road length of
congestion. Therefore, proposals are design based while also resolving issues like conflicting pedestrian movement and Delhi was 28,508 km including 388 km of National Highways. However, the road network has been unable to keep up
on-street parking at the junction. with the exponential increase in the growth of vehicles and traffic in Delhi from 1981 to 2001, continuing upto 2011 as
noted by Master Plan of Delhi (MPD) 2021. There has been a rise in per capita trip rate (excluding walk trips) from 0.72
2. Nangloi Depot Junction : Junction is riddled with multiple issues like landuse generated incompatibility of modes in 1981 to 0.87 in 2001 and exponentially more in 2011. Keeping in view the population growth, this translates into an
(NMVs and buses maneaouvering together), junction geometry, location, and pedestrian - vehicular conflicts. Congestion increase from 45 lakh trips to around 118 lakh trips in 2001 and 144 lakh trips till 2008.
is proposed to be reduced by shifting the signal to the adjacent three arm junction (Udyog Nagar Metro Station),
providing alternate entry/ exit to depot, and providing a grade separated pedestrian crossing. Compounding the issue is the inadequate public transport system in Delhi. In spite of metro and bus services, the public
transport is unable to keep pace with the growing population, as a result of which, more and more people use their
3 & 4. Kamal T-Junction and Liberty Chowk : Kamal T-Point and Liberty Chowk are at a distance of 1.1km to each other. private vehicles, leading to increased congestion on the roads. As per the Transport Demand Forecast Study (TDFS)
Hence a consolidated traffic study of the entire stretch from Kamal T-Point to Liberty Cinemas has been conducted. undertaken by GNCTD and approved by the UTTIPEC in 2011, it is seen that between 2001 and 2008, the private
Kamal T-Point is located at the intersection of New Rohtak Road and Swami Narayan Marg. After 5pm traffic from Zakir motor vehicle trips have increased from 28% to 35% and non-motorized vehicle trips from 9% to 15%; however, bus
is diverted to Inderlok by closing entry to Zakhira Flyover to avoid congestion at junction. An alternative to this diversion trips have decreased from 60% to 42% of the total number of trips (TDFS 2007)
has been made by redesigning the junction to handle the huge volumes of traffic. Primary issue at Liberty Chowk is on-
street parking during prime time movie shows at Liberty cinemas. Delhi roads are characterised by mixed traffic, which include, personal vehicles, buses, trucks, motorised three-wheelers,
motorised two-wheelers, cycle rickshaws, electronic cycle rickshaws, cycles, animal-driven carts and pedestrians. This
5. S-Block Junction, Mangolpuri : Sanjay Gandhi Memorial Hospital is located near the junction and related auxilliary creates problems for traffic management and leads to delays in movement of the traffic. At intersections, cycle time
services like cheap food stalls and multiple modes of intermediate public transport have developed organically, encroaching varies from 120 to 180 seconds, which leads to long queues, especially in the peak hours when multiple signal cycles are
the carriageway at junction. Other factors causing congestion are - skewed geometry and encraochment by corner plots. required to clear the junction.
This is proposed to be resolved by shifting IPT stands and vendors to an organised space, relocating inappropriately
placed bus stops, and strict enforcement of non-encroachment atleast upto 50 m of junction. Outcomes of congestion
According to a study done by IIT Madras (Harry Raymond Joseph, Gaurav Raina and Krishna Jagannathan, 2015, Cost
6. Palla Chowk : Junction is surrounded by industries and numerous banquet halls and lies on a prominently used regional estimates for road congestion in Delhi: projections and recommendations), traffic congestion on Delhi roads costs
corridor leading to Punjab. City traffic attracted during wedding season leads to heavy congestion affecting the regional about Rs 60,000 crore annually. The contributing factors to this assessment are - fuel waste due to idling of vehicles,
traffic. Long term solution for this junction is a flyover segregating the two types of traffic but in the meantime, it is productivity loss, air pollution and road crashes. Apart from these factors, other negative externalities of congestion are -
proposed to divert the traffic destined for banquet halls to the slip road (Narela Road) via two loops. a) Financial loss due to wear and tear of vehicles,
b) Loss of life resulting from hindered movement of emergency vehicles,
7. NSG Roundabout, Mehram Nagar : Road width beyond the Dwarka underpass decreases considerably causing c) Inconvenience caused due to inability to forecast travel time, and
bottleneck and the shockwave is experienced at the junction. Road widening at pinch points and a roundabout to handle d) Indiscriminate flouting of traffic rules which, ironically is often both cause and effect of congestion.
the sporadic traffic to and from the airports has been designed at the junction.
8. Escorts Junction, New Friends Colony : Junction is located adjoining Fortis Hospital. The primary issue at the junction
is commercial encoachments which has resulted in lack of pedestrian facilities and irregular widths.
9. Nizamuddin Khatta. : The junction is a major city node connecting East Delhi to South & Central Delhi. Due to new
projects identified in junction vicinity, proposals for short term improvement have been provided.
10. Kapashera Chowk : Kapashera chowk is located at the intersection of Old Delhi Gurgaon road and the Najafgarh-
Kapashera road. Lack of pedestrain facilities, on street parking and IPTs idling at junction cause congestion at the junction.
8 CITY LEVEL Project Decongestion of Junctions 9

1.2 Project Background 1.3 Study Approach
INTRODUCTION
INTRODUCTION
Joint Commissioner of Police (traffic) Delhi vide their letter no: 3270/TE (D-I)/ Traffic dated 23.05.2016 had requested AIM Study and derive measures to Decongest 10 congested Junctions in Delhi
the Delhi Urban Art Commission (DUAC) to undertake studies on “Decongestion of Traffic Junctions in the NCT of
Delhi” for 10 traffic junctions, to improve traffic congestion points in the city through modified geometry by various
OBJECTIVES
transport regulatory innovative measures. The 10 junctions identified by Delhi Traffic Police are as follows:
1. To determine the factors contributing primarily to congestion in each of the ten junctions
1. Pusa Roundabout, Rajender Nagar, West Delhi 2. To analyse the situtation keeping all road users in mind including motorists, pedestrians, NMV users, IPT
2. Nangloi Depot, Rohtak Road, West Delhi operators, etc.
3. Kamal T-point, Rohtak Road, Central Delhi 3. To provide immediate, easily implementable measures to ease the existing condition wherever possible
4. Liberty Cinema, Rohtak Road, Central Delhi 4. To provide a comprehensive solution for alleviating the issues for the forseeable future
5. Mangolpuri S-Block Chowk Near Sanjay Gandhi Hospital,Mangolpuri, north-west Delhi
6. Palla Red Light Chowk, North delhi METHODOLOGY
7. NSG Round About, Mehram Nagar, South Delhi
8. Escorts, New Friends Colony, South-East Delhi Discussion with Police
Reconnaissance
9. Nizamuddin Khatta, South-East Delhi Personnel
10. Kapashera Chowk, South-West Delhi
NH-1 (GT Road)

Identification of Issues
Identification of Data
Required
Information from
Sample Survey (Primary)
Secondary Sources
Analysis
NH-10 (Rohtak Road)

GT Road Inference
NH-24
Proposal
Short Term Long Term
Design Policy
NH - 8
Map showing Location of Junctions to be studied

2.1 Site Context
Pusa Roundabout
Pusa Roundabout
Pusa Rounabout is a 5 - arm signalised junction connecting South and Central Delhi to North Delhi. It is surrounded by
Patel Nagar on north-west, Rajender Nagar on east, and Pusa institutional area on south. Prominent buildings adjacent to
the roundabout include Rajender Place district centre, BLK Hospital, Jaypee Siddhartha Hotel, and a fire station. Of the
five arms intersecting at the junction, Patel Road and Pusa Road function as arterial roads while Shankar Road & Dr. K.S.
Krishnan Marg function as sub-arterial roads. Govind Lal Sikka Marg is a collector road connecting the residential pocket
of East Patel Nagar to the city network.
Chapter 2
Pusa roundabout
To BLK
Na ward Hospital
arg
ga s K
r ir
M
ti
ka
Sik
al
s
Toward gh
dL
Jaypee
Karol Ba
vin
Pa Sidhartha
tel
Go
Ro Place
ad RajendraStation
ad Metro
Pusa Ro
Sh
Ro ank
ad ar
Krishnan Marg
Dr. KS
Towards Towards
Gurgaon Central Delhi
Map showing surrounding areas (context) of Pusa roundabout
The Junction is heavily congested almost throughout the day.

The morning and evening peaks are due to the large number of
commuters travelling to Connaught Place, South Delhi or Gurugram.
The junction is used by considerable amount of traffic during
afternoons as well due to small businesses and numerous coaching
centres (for Indian Administrative Services) located in its vicinity.
Pusa Roundabout
Source: [Online], Available from: http://www.indiaprofile.com/

images/hotels/delhi/first-class-hotels-around-delhi/
Rajender Place Metro Station Source: [Online], Available from: https://www.lyfboat.com/
hospital/blk-super-speciality-hospital/ Hotel Jaypee Siddhartha
This Metro station is extremely BLK Hospital Located within a 5km radium of
popular and hence this station
A 650 bed Multi- Speciality hospital Connaught Place and a 45 minute
attracts a lot of IPTs which leads to
in the heart of West Delhi. BLK is drive from Indira Gandhi international
traffic Jams.
ranked amongst the top 10 Multi- Airport, Jaypee Siddhartha is one of
speciality hospitals in NCR the major landmarks of the area.

2.2 Existing Scenario
Pusa Roundabout
Pusa Roundabout
The roundabout at Pusa is unusual not only because its a five arm
roundabout, but also because of its non-conforming geometry.
The images below show the evolution of its geometry while the
d
oa
adjoining map shows all the road widths (existing and effective),
aR
traffic movement patterns, and signals. It also shows the existing
k
Sik
Pa
te pedestrian infrastructure including provisions for crossing. The
al
lR
dL
oa
d
vin
observations used for assessment and analysis later are supported
oad
Go
Pusa R using photographic evidence.
Temporal Changes
Time Line year: 2000

A five arm roundabout connecting Central Delhi to North & North- west
Delhi
Sh
an
ka
rR
oa
d
LEGEND
Surface parking
arg
an M
Traffic signal locations

rishn
Zebra crossing The size of the roundbout was reduced to incorporate metro piers and also
to accommodate the increased traffic volume.
.S. K
Footpath
Dr. K
Effective Carriageway
Map showing existing scenario at Pusa roundabout

The roundabout was re-structured by adding another arm from Dr. K.S.
Krishnan Marg. To manage the increased traffic and multiple traffic islands the
Eight signals currently used to manage the junction roundabout was signalled.

2.3 Site Analysis
Pusa Roundabout
Pusa Roundabout
In order to analyse traffic movement patterns across the
2.3.1 Analysis: Traffic Flow junction, sample surveys were carried out. Traffic volume
surveys were done via video recordings of minimum
15 minutes on all five arms on a weekday. To capture
d
oa
peak volumes, survey was carried out from 9:00 am to
aR
Pa
te
k
lR 9:30 am. Due to the sprawled layout of the junction, it
Sik
oa
d
al
was impossible to capture the directional flows at the
dL
vin
junction in a single video so as to determine the volume
Go
of traffic moving from one particular arm to another.
Therefore, sample origin-destination surveys were

carried out on each arm. Mode-wise traffic volumes
obtained through video recordings clubbed with sample
origin destination surveys on each arm were utilised to
d obtain the flow patterns for all arms. From the data, the
Pusa Roa
following observations can be made -
• The roundabout is used by heavy traffic volumes
during peak hours.
• Number of buses passing through the junction is
very high given the arterial nature of Pusa and Patel
Roads.
• The heavy volumes are primarily across :
- Patel Road – Pusa Road
- Patel Road – Shankar Road
- Dr. KS Krishnan Marg - Pusa Road
The table below gives the flow volumes in terms of
passenger car units to enable a direct comparison of
congestion load by each direction of traffic.
Origin Patel Pusa Shankar Dr. K.S. Access

Road Road Road Krishnan to
Destination Marg colony
Patel Road 0 345 298 106 0
Gobind Lal 21 0 27 58 0
Sikka Marg
Pusa Road 617 0 84 345 53
Shankar 472 69 0 45 0
Road
Sh
an
Dr. K.S. 181 245 50 0 0
ka
rR
Krishnan
oa Marg
d
Access to 0 0 0 0 0
colony
Traffic Volume in PCUs (Passenger Car Unit)
Patel Road to Pusa Road

23% 21%
Patel Road to Shankar
Road
Pusa Road to Patel Road
Dr. KS Krishnan Marg to

8% Pusa Road
16%
Shankar Road to Patel
n Marg
Road
LEGEND:
10% Pusa Road to Dr KS
Existing road widths Krishnan Marg
Krishna
11%
11% Others
Effective road widths
Graph showing percentage load of high volume flows
Dr. K.S.
Map showing traffic volumes at Pusa roundabout

Pusa Roundabout
Pusa Roundabout
2.3.2 Issues As mentioned previously, the roundabout has undergone
multiple geometric changes since its design and these
changes have been incremental and organic in nature
instead of being planned.
d
oa
aR
Pa
te
k
lR This has led to creation of multiple alternatives for
Sik
oa
d
al
traffic streams causing confusion. For example, traffic
dL
vin
from Shankar Road and Pusa Road can choose to move
Go
behind the model library island or continue around the
circle as shown in the map using continuous flow lines.
Lack of adequate thought given to the changes has also

resulted in conflicting movements. The four conflict
points identified have been shown on the map. Another
d
Pusa Roa resulting issue is the creation of redundant spaces at
the junction (considering the sprawled extent) which
are being used for parking of commercial and private
vehicles. Parking as an activity is strictly avoided upto 50
m of intersections to prevent disruption of traffic flow.
The junction, due to the sprawl is managed via 8 signals

causing the traffic to more often than not halt twice
before finally clearing the junction. Due to the sprawl
manually managing the roundabout is very difficult as
visible range is restricted. At present, signal failure which
is not uncommon at the site leads to completely grid-
locked traffic that may take hours to clear up.
Image showing a major conflict point at the roundabout

Sh
an
ka
rR
oa
d
LEGEND
Traffic island
Existing Carriage way
Sidewalk
Multiple movement alternatives and lack of visibility at roundabout
Conflicting points
Pedestrian crossings
n Marg
Traffic signals
Krishna
Line tracing pedestrian path

Dr. K.S.
Map showing traffic related issues at Absence of pedestrian crossing facilities - Patel Road at
Pusa roundabout roundabout

2.4 Proposals
Pusa Roundabout
Pusa Roundabout
For an immediate resolution of some of the most
important issues identified, the following measures
2.4.1 Proposal I - Short Term measures: Design Layout are proposed.
Three small sections have been identified that
d
oa
need to be blocked to remove undesirable flow
aR
Pa
k
te
Sik
lR
oa
alternatives at the junction. These sections are
al
d
dL
marked in the map with Label - A. The blocking can
vin
be temporary in nature using police barricades or
Go
keb lining.
Two additional sections need to be blocked to

reduce the number of conflict points (Labelled B).
oad
Pusa R These two road blocks would restrict traffic from
the colony near Pusa from entering the junction
B and prevent traffic from Shankar Road and Dr. K.S.
2
Krishnan Marg from entering Govind Lal Sikka Marg.
The benefits to be gained through these minor

A
1 interventions are a more streamlined flow of traffic,
reduced number of signals, reduced number of
conflicts, and a more feasible pedestrian crossing
across the junction.
3
Currently 8 signals are required at the roundabout

to successfully direct the traffic entering and
exiting the junction. After implementing the above
B mentioned measures, the number of signals would
A
A come down to 4 through proper staggering and
coordination of signals.
4 Pedestrian crossing would also be greatly facilitated

after blocking the earmarked sections as the
number of vehicle lanes to be crossed is decreased
as shown in the map. Also these stretches would
provide a refuge to the pedestrians while navigating
the junction.
Sh
LEGEND an
ka
rR
oa
Road sections temporarily blocked d
to test the proposed traffic flow
Road sections temporarily blocked
to reduce the number of conflicts
Carriageway
Traffic signals
Line tracing pedestrian path

Free left turns
Sections to be blocked to remove
A undesirable flow alternatives at the
n Marg
junction.
Two additional sections to be
Krishna
B blocked to reduce the number of

conflict points
Dr. K.S.
Map showing traffic related issues at Pusa roundabout

Pusa Roundabout
Pusa Roundabout
2.4.1 Proposal I - Short term measures : Alternate Route Map The benefits to be accrued are: lesser waiting time for traffic from Patel Road as most of it goes to Pusa Road which
will now be unsignalised except for short duration pedestrian crossing signals; and reduction in the total cycle time at
Govind Lal Sikka Marg provides access to East Patel Nagar on west and commercial spaces including the Rajendra Place
roundabout as the number of phases would decrease by one.
district centre on east. These commercial pockets are also accessible from Pusa Road and T Sohanlal Marg as seen in the
map below. The prominence (or lack of it) of traffic to Govind Lal Sikka Marg can be assessed from the volume study
Note: Congestion below Rajendra Place Metro station has to be be addressed via traffic management and space allocation
as well as the fact that at present, the road can be accessed from the roudabout but traffic exiting from the road has
in order to reroute this traffic successful.ly Success being measured in terms of reduced travel times.
to compulsorily head to Pusa Road and cannot access the roundabout to go to any other arm. From the analysis, it was
found that the opening of Govind Lal Sikka Marg from the roundabout led to an increase in cycle time which can be
easily avoided by directing that traffic to Patel Road or Pusa Road. Both these alternatives have been illustrated in the
map below.
Map showing alternative access routes for Govind Lal Sikka Marg

Pusa Roundabout
Pusa Roundabout
2.4.2 Proposal II - Long Term measures: Signalised 4 arm junction : Design Layout For long term solution of the congestion at Pusa
roundabout, one of the solutions proposed is redesign
of the junction to a regular four arm junction with a two
lane free left turn from Patel Road to Pusa Road and
Pa
Govind Lal Sikka Marg. Carriageway width of existing
telR
oa
free left turn from Pusa Road to Shankar Road has been
d reduced to prevent misuse of the extra road space for
idling, circumventing traffic signal, and on-street parking.
d
oa
aR
Carriageway width of each arm is to be maintained as
k
Sik
per the widths throughout the respective stretches. The
al
dL
Signal will include pedestrian phases for comfortable
vin
Go
pedestrian crossing.
d
Pusa Roa
Sh
an
ka
rR
oa
d
n Marg
Krishna
Dr. K.S.
Map showing the proposed redesign to a

regular four arm signalised Junction

Pusa Roundabout
Pusa Roundabout
2.4.3 Proposal III : Long Term measures: Redesigned Signal Free Loop : Design Layout The signal free amoeboid loop was conceptualised to
utilise the opportunity offered by the site in terms of
View 3
possible long weaving lengths as well as constraints in
the form of overhead metro corridor that cuts through
d
oa
the junction.
aR
Pa
te
k
lR
Sik
oa
d
al
Compared to the existing signalised roundabout, the
dL
vin
proposed solution reduces the time spent by vehicles
Go
to cross the intersection as it is completely signal free
except pedestrian crossing on each arm as opposed to
an average waiting time of 1.5 cycle times experienced
by vehicles at present. It also minimises the conflicts as
d 90 degree conflict points have been reduced to merging
Pusa Roa
and diverging conflicts. The loop is self-regulatory
Vie ensuring smooth traffic movement even when signals in
w2
the area stop working.
The proposal has been designed keeping in mind

pedestrian mobility and three grade separated
pedestrian crossings with plaza designed at appropriate
locations. At Pusa Road, due to unavailability of space,
A the subway is opened at a refuge on the median and
half the carriageway would have to be crossed using
signalised zebra crossing
At present there are three small pockets of green

including the roundabout which have been consolidated
in the design to an exciting 15000 sq. mt. It offers better
opportunity of groundwater recharge as well as visual
and pollution relief to surrounding population.
• Seamless movement of traffic

- Waiting time : Limited to pedestrian signals
Sec - Minimum conflicts
t
(see ion Th
ove roug A’ - Self regulated
rlea hP
f) laza • Better pedestrian crossing facilities via grade
separated plazas and pedestrian signals.
• Consolidated green spanning 15000 sq. mt.
Sh • Efficient utilisation of space
an
ka
rR
oa
d
View
1
LEGEND
Building footprint
Traffic island
Footpath
Carriageway
n Marg
Zebra crossing
Krishna
Central island used as a pedestrian plaza

Dr. K.S.
Map showing the proposed redesigned

Signal free loop

Pusa Roundabout
Pusa Roundabout
2.4.3 Proposal III - Long term measures: Redesigned Signal - Free Loop : Cross section
2m 12m 12m 2m
Pedestrian Sidewalk
Pedestrian Sidewalk
Carriageway- for Sunken pedestrian plaza with sit - outs , eateries , designed Subway for pedestrian Entry to the pedestrian Stairs leading to
uninterrupted vehicular open spaces for seating etc. crossing under the plaza the sunken plaza
movement through Pusa carriageway
junction
A-A’ Proposed Plaza Section
View 1: Focusing on the Lily Pond created within the Plaza to control the micro climate View 2: Focusing on the subway connection for pedestrians

Pusa Roundabout
Pusa Roundabout
2.4.3 Proposal III - Long Term measures: Redesigned Signal - Free Loop : 3D aerial view
Blue metro line with metro Hedges and green Pedestrian walkways Continous loop road around the Food stalls and
stations Karol Bagh and buffer between the linking the plaza and other plaza giving access to roads like Pusa kiosks
Rajinder Place in the vicinity road and the plaza recreational activities Road, Shankar Road , Patel Road etc.
Table top signalised crossing for Free standing tensile Subway for access Lily pond within the Kid’s Play Area
pedestrians on each arm canopies installed to to the open plaza Plaza to enhance the
provide shade micro climate.
View 3: Aerial view showing the Signal free loop

3.1 Site Context
Nangloi Depot Junction

Nangloi Depot junction lies on Rohtak Road which is a National Highway (NH-10) with a right of way of 60 m. It
connects Delhi to Rohtak as the name suggests. The junction is flanked by mixed typology residential area in south, the
DTC depot and a wholesale vegetable market in the north, DSIIDC industrial area in the east and Surajmal stadium in
the west. The junction is formed with Jwalapuri 60 feet road providing access to the residential pocket of Jwalapuri. There
are 2 metro stations located on either side of the junction which are part of the green line of metro network - Surajmal
Stadium Metro Stadium and Udyog Nagar Metro Station.
Chapter 3
Nangloi depot junction
Map showing surrounding areas (context) of Nangloi Depot Junction
Given below is a brief profiling of areas around the junction in terms of functional, social, economic and spatial characteristics
1) DSIIDC and Udyog Nagar Industrial Area:

A planned Industrial Area under DSIIDC which is a major
employment centre.
2) Jwalapuri:
Resettlement Colony (Sub Zone G-17)
3) Miyanwali Nagar:
• Settlements here started around the late 1970s and
1980s. This part is majorly privately developed except
some Group Housings which are essentially DDA
Flats. Huge tracts of land were allotted by the DDA to Entry to Nangloi Depot at the Junction - manned alongwith signal
private societies to develop on their own.
• Post 2008, following a change in MCD rules, the
concept of a builder floors came up. However, the
land developed by DDA has no such bungalows or
builder floors.
4) Peeragharhi Village:
• Organic growth
• Non conforming cluster of Industrial concentration
having more than 70% plots in the clusters within
Industrial activities
• Notified by GNCTD for redevelopment (Sub Zone
G-17) Nangloi Depot T Junction formed with Rohtak Road & Jwalapuri
60ft road


3.2.1 Land use Banquet Halls are present along Commercial activity in the form of
the study corridor which seasonally offices of IT professionals and Logistics
Existing Landuse when compared to that proposed by the Zonal Development plan for this area shows that this area has
increase the demand for parking companies are present apart from
developed majorly as per the plan with organized industrial and residential areas and untouched urban villages. However,
which is mostly accommodated on motor showrooms
a section between the drain and the industrial area (behind depot) which had to be retained as green buffer has been
the road itself
encroached upon by basti and a water treatment plant has also been located there.
Banquet Halls
Nangloi bus depot; owned and

operated by Delhi Transport
Corporation; accomodating more
than 100 buses at present as per
depot personnel; for intra city
operations. The depot opens onto
the junction turning it into a 4-arm
junction in terms of movement.
Case study: T-junction in front of

Nangloi Depot formed by Jwalapuri
Rohtak Road
60 feet road and Rohtak Road.
The southern edge of the corridor is

defined by a mixed use of land with
ground floor commercial and other
floors used for residential purposes.
However, completely commercially
used buildings are used to run hotels,
clinics, banks and showrooms
Urban village of Peeragarhi has its

entry and exit points from Rohtak
Road, adding to the traffic at the
already busy junction
LEGEND
Commercial
Residential
Mixed Use Map showing areas surrounding Nangloi Depot and their land use
Industrial
Institutional
Open Spaces


3.2.2 Cross - Sections on Stretch (between Surajmal Stadium Metro station to
Peeragarhi Metro Station)
Along the 2 km stretch that was studied, the cross section of the road changed multiple times with available right of way
varying from 55.5 m at the section in front of Rail Neer Plant to 75 m below Peeragarhi metro station. The ROW as
provisioned for in the master plan is 60 m. Also, the median or the centreline of cross-section at present is shifted towards
the residential side with more space available towards industrial pockets and banquet halls. Before construction of the
metro the median coincided with the geometric centre of ROW but was shifted during construction of metro corridor.
Given below are six prominent changes in cross-section as observed at the site.
D - D1 Cross section in front of Cherish Banquet Hall
A - A1 Cross section in front of Rail Neer Plant
A
E - E1 Cross section in front of Petrol Pump
B
D
E
Al
F
Bl
Map showing Location of recorded cross sections on Rohtak Road
Cl
Dl
El
Fl
B - B1 Cross section in front of Nangloi Depot
F - F1 Cross section below Peeragarhi Metro Station
C - C1 Cross section in front of Honda Showroom

3.3 Site Analysis

Similarly, vehicles accessing or egressing the Sabzi Mandi located between the depot and the drain, use the service lane at
the junction instead of taking a much longer route for a U-turn which is not feasible for these non-motorised carts laden
3.3.1 Traffic volume analysis & Issues at Junction
with fruits and vegetables. This movement forms the sixth arm at the junction and is in complete contrast of character
• Total PCUs that use the Junction to with the regional traffic and the buses that form the bulk of the traffic.
turn right towards Peeragarhi from The Junction is flanked by industrial areas in the north and residential areas in the south. This leads to large number of
Jwalapuri is 97 whereas the PCUs that pedestrians crossing over for work. Lack of adequate crossing facilities for pedestrians causes undesirable and sometimes
use the service road to turn towards fatal conflicts with through moving vehicles, which are generally moving at high speeds due to the arterial nature of the
Nangloi from Industrial area is 151. road.
• Traffic from Nangloi to Jwalapuri (77 1
PCUs) is on the lower side.
• Sabzi Mandi attracts NMVs that
segregate from the mainstream traffic
at the junction forming a separate flow.
The primary issue as per assessment is the

unwarranted stream of vehicles accessing Industrial Area
the junction via the service road. They not

only spill onto the carriageway hindering
The 4th stream of steady traffic from the service lane outside depot
the straight moving traffic from Nangloi to
Flow diagram depicting different streams of traffic volume at Junction (in Peeragarhi, but effectively form a fifth arm at 2
PCUs) from a sample survey carried out for 15 minutes the junction which has not been provided
for in the signalling system. Hence, these
vehicles encroach the pedestrian phase of
signal to cross the junction.
Nangloi depot
Encroachment of pedestrian phase in signal cycle by the informal
streams of vehicular traffic from the depot results in unsafe and
haphazard pedestrian crossing
1 2
Udyog nagar metro

station
Map showing Traffic Flow Pattern across Nangloi Depot junction


3.3.2 Issues on stretch (Surajmal Stadium Metro station to Peeragarhi Metro 6 7
Station)
1
1. Vending Encroachment
2. Idling
o IPT – pick up, drop off
o Quick shopping stop (vendors on carriageway)
3. Pedestrian infrastructure
4. On-street Parking (showrooms & banquets) – vacant
metro parking
5. Mixed traffic (more cyclists due to presence of industrial
area and LIG/ EWS housing) Dedicated U-Turn for traffic immediately after Mianwali red light,
renders it useless; leads to frequent wrong directional movement
Udyog Nagar Parking lot lying vacant Underutilised parking lot at Peeragarhi Metro Station
11
9 8
3 10
Banquet Halls
Peeragarhi
1 Metro Station
6
Surajmal Stadium
Metro Stadium Sabzi
Mandi
Industrial 4
Najafgarh Udyog Nagar 5
Drain Nangloi Area 2
Bus Depot Metro Station
Dedicated
Map showing Issues on the stretch U-Turn
7
2
3 8 9
Continuous parking on either side of footpath makes it difficult to Absence of footpath on bridge over the drain - despite presence of
access for pedestrians heavy pedestrian movement Spillover of Sabzi Mandi onto service lane leading to vehicle idling Informal vending on footpath hinders pedestrian movement
on carriageway and leads to target customers (vehicles) stopping and idling on
carriageway
4 5
10 11
Absence of footpath Random, an complete encroachment of footpath considerably Low maintainance of service lane. Also a lane blocked T- junction Redundant spaces created due to metro construction are being
reduces its usability throughout the stretch due to the presence of a religious structure - Mazar neglected and have become garbage dumps. These could be
efficiently used as vending zones

3.4 Proposals

ENFORCEMENT - Simple enforcement measures that would relieve congestion at the junction as well as the stretch are:
• Enforced pedestrian crossing phase in cycle time
3.4.1 Proposal I - Short term measures -Pelican signals
In the short term few measures have been identified • Prevention of vehicle idling on carriageway
for immediate intervention requiring minimal time
and resources -
• Block entry to service lane from junction
near manzar (Udyog Nagar Metro Station) so
as to prevent vehicles moving from industrial
area towards Nangloi, from using the service
road. These vehicles would then be bound
to take a U-turn at the Miyanwali junction
increasing their travel distance by 1km while Industrial Area
reducing congestion at Nangloi depot junction
considerably.
• Pinch access to service road towards Sabzi
Mandi and prohibit exit at the point. Exit from
Sabzi Mandi should be maintained at location 1
(as shown in map) and entry from Jwalapuri or Nangloi depot
Peeragarhi should be ensured as shown in the
map instead of from the junction.
• The footpath break at the junction in front
of depot should only be used for access and
egress of buses.
Rohtak Road
Udyog nagar metro

station
Map showing short term measures proposed for decongestion

of Nangloi Depot junction


3.4.2 Proposal II - Circulation Improvement Plan : Design and circulation changes at
junction
Interventions:
For the long term solution it is proposed to shift the existing signal from Nangloi junction to the adjacent junction below
Udyog Nagar metro station. For workability of this proposal, entry and exit of the depot is proposed to be shifted as
shown in the map. For the traffic turning right from 60ft road (towards Peeragarhi), a dedicated U-Turn is provided 200
m away from the junction (towards Surajmal Metro station) to ensure that the current issue does not crop up in reverse.
as the only U-turn currently available is extremely congested and nearly 1km away (2km increase in trip length). 1
2
Outcomes:
• All traffic flows are provided for in a planned manner removing the need for traffic violations in terms of direction
of movement.
• Considerable easing of through traffic that used to get clogged near the junction. Key Plan
• Both entry and exit for the Sabzi Mandi would be from a single point as shown in the map, segregated from turning
buses converting 90 degree conflicts into less damaging diverging conflicts.
• Improved and safe pedestrian crossing at new junction with designed pedestrian phase in signal cycle. The change in
location of crossing does not cause inconvenience to pedestrians as the flow is in that direction - from residential Exit
areas of Jwalapuri to Industrial areas near and beyond Udyog Nagar metro station.
Enforcement: Proposed Exit for

Depot
• Enforce pedestrian crossing phase in cycle time
-Pelican signals
Proposed Entry for Nangloi Bus
Depot Depot
Entry
Sabzi
Mandi
Rohtak Road
Surajmal Stadium
Metro Stadium
Proposed Dedicated U-turn

for traffic from Jwalapuri
moving towards Peeragarhi Detail : 1 Detail : 2 Location of
existing Junction Relocated Junction
Maps showing identified proposals for decongestion of Nangloi Depot junction


3.4.2 Proposal II - Circulation Improvement Plan : Design improvement for the In the 2 km stretch between Peeragarhi metro station and Surajmal Metro station, the cross section of the road is found
stretch (Nangloi Depot to Peeragarhi Chowk) to vary intermittently. The regional character of road is superimposed with urban uses like industries, commercial, public/
semi - public and residential but the road layout (cross-section) does not incorporate the same. Hence, with the proposal
for decongestion of the junction, a redesign proposal for the stretch has been prepared for a comprehensive resolution
to the problem. The major interventions are - reduced lane widths (3m instead of 3.5m), segregation of traffic (non
motorised vehicles), dedicated vending zones, and stands for intermediate public transport modes like the Gramin Sewa
which is operated here. The redesign aims at ensuring a smoother flow of traffic by minimising bottlenecks, vehicle idling
Rohtak Road
islands, pedestrian accumulation at one place spilling onto carriagway, etc.
PARKING: Interventions and Outcomes

Efficient Parking designed to prevent encroachment of carriageway • Separate NMV lane Segregation
of motorised and non-motorised
BUS STANDS: road users
Space to accomodate multiple buses, extra space for passengers to • Reduction of lane widths to 3 m
wait by shifting the NMV lane behind the bus shelters and merging the • Earmarked vending zones
MUZ and footpath • Earmarked spaces for pick up/
drop of PT/ IPT
TABLE - TOP CROSSINGS: • Defined parking spaces on
In order to slow down the on coming traffic from secondary roads service road
before merging with the main traffic table top crossings have been • Separation of pedestrian path
provided from carriageway via grills
VENDING ZONES:
Located at places with maximum pedestrian movement such as Enforcement -
intersections and metros with limited direct access from the main • Enforce adherence to design
carriageway components
• Stop vehicles from idling on
IPT STANDS: carriageway
Auto drop off/pick up points located along the carriageway edge by
shifting NMV lanes, at places with maximum pedestrian footfall
Metro stations and intersection designed with rickshaw parking areas
Map showing a road section between Nangloi Depot and Peeragarhi Junction to depict changes proposed for the
entire stretch
Typical cross section proposed for the stretch


3.4.3 Proposal III - Improvement Plan with Grade separated Pedestrian Crossing
As mentioned earlier, large volumes of pedestrians cross the Junction both
ways throughout the day due to presence of residential colonies on one Exit
side and industrial area on the other. Hence, a dedicated crossing has been
proposed to ensure convenience and safety of pedestrians. As evidence has
shown that regular grade separated alternatives like subways and footover
bridges are underutilised due to inconvenience, at-grade pedestrian crossing Nangloi Bus Industrial area
with a vehicular flyover was deemed to be the ideal solution. Vehicular flyover Depot
is possible here due to presence of service lane on both sides providing access Entry
to the abutting plots. Subzi
Mandi
However, since distance between Nangloi Depot Junction and T-Junction near
Udyog Nagar Metro Station is 200 m, a regular flyover achieving the 2.7 m
clearance required for pedestrian movement is not possible. Hence, instead of
an at-grade pedestrian crossing with a vehicular flyover, a humped pedestrian
crossing has been designed. Vehicular movement has been raised 1.5 m above
ground level at a slope of 1:30 while pedestrian subway is recessed 1.2 m below
the ground level at a slope of 1:12. With 50 m on both sides of the raised
View
carriageway for merging/ diverging, a length of 10 m has been obtained for the
crossing. Wider subway, reduced depth below ground, and buildings located at a
distance from the carriageway, ensure that the subway is well lit and its interiors
are visible from surrounding ground level. Grade Sep
arated Pe
Crossing destrian
Source: EIL, Developments Consultant & Creative Arc

Architects and Transport Planners, from Pedestrian Design
Guidelines, UTTIPEC, DDA 2009
Plan
Footpath
Map showing location of proposed pedestrian crossing
UP
A A’
(see below)
UP Section Through Crossing
Footpath Accessibility ramp Up/ Down
Section (A-A’)
Vehicular incline
45m
) 300 1.5m
) 120 1.2m
14.5m 10m
Accessibility ramp Pedestrian
Up/ Down crossing
Source: EIL, Developments Consultant & Creative Arc Architects and Transport Planners, from Pedestrian Design Guidelines, UTTIPEC, DDA 2009
Sample Detail of a Humped Pedestrian Crossing

Aerial view showing the Grade separated Pedestrian crossing

4.1 Site Context
Kamal T-point & liberty cinema chowk

Chapter 4
Kamal T-point & Liberty cinema chowk
Zonal Plan showing Study area location

Source: Base Map Zonal Development Plan, DDA
The site is located in Delhi Master Plan 2021, Zone B (City Extension, Karol Bagh). Both sites Kamal T-Point and Liberty
Chowk are connected by a stretch of 1.1km road. Traffic issues along this stretch needs to be resolved in order to
eradicate congestion at the junction. Hence a traffic study is done as a combination of three study area locations:
• Kamal T-Point
• Liberty Cinemas
• 1.1km stretch on New Rohtak Road Connecting the two Junctions
In the course of study a smaller junction (entry to Ram Swaroop Vidyarthi Marg) has been identified for design
improvement along New Rohtak Road. The image below shows the surrounding landmarks and study area; where in
Kamal T-Point is marked as Junction 1 and Liberty Cinema Chowk is marked as Junction 2.
LEGEND
Ward 95
Metro Line Ward 74
Ward 91
New Nala
Roh Study Area
tak Ward 74 Junctions
Roa
d
Metro Line
Study Area
Kamal T-Point Stretch (New
Sarai Rohilla Rohtak Road)
Railway station
Ram Swaroop Vidyarthi

Marg Chowk
Liberty Cinema
Chowk
D Ward 91
BG
Ward 95 up
ta
oad Ro
R ad
M iltar y
Study area identified along the stretch of New Rohtak Road

Kamal T-Point 4.2 Existing Scenario

i
str
ha
ga s S
Na ward
arg
r
nM
To
raya
Na
mi
2
Swa
Rohtak Ro
Towards ad
Za kira
Gu
ru
Go
To ine
vin
w m
C
d
ar as
Sig 1
ds
h
M
Li
ar
be
g
rt
y
Kamal T-Point : Site Context
Kamal T-Point is a three arm signalised junction at the intersection of New Rohtak Road and Swami Narayan Marg.
Land Use Map of the study area
Swami Narayan Marg leads to Shastri Nagar metro station and New Rohtak road joins Liberty Chowk to Zakira as
shown in above figure. The junction have heavy traffic flow towards Shastri Nagar throughout the day.; and there is The major land use along the stretch is residential .The land use along the stretch after Kamal T-Point towards Zakira is
heavy traffic flow towards Zakira in the morning peak hour from 9am to 11am. In the evening i.e after 5pm the traffic Industrial (Anand Parvat Industrial area).
from Zakir is diverted to Inderlok by closing off the entry to Zakira Flyover. The stretch after Liberty Cinema has a number of commercial and public establishments. Due to the presence of large
number of industrial and commercial land use adjacent to junctions there is large amount of on street parking and
Liberty Chowk encroachment along the road. This amounts to traffic congestion.
The Sarai Rohilla Railway station also lies towards the north of the stretch. This stretch has heavy pedestrian flow but
arg
lacks in pedestrian facilities as well as bus stop facilities

lM
oo
Sch
ind
vH
Gur
Na
u Go
vind 1 2
Sigh
Mar
g
Liberty New
Roh
Cinemas tak
Roa
d
rg
Ma
as
vi D
Ra
Street view of Liberty Cinema Lohar settlement along Rohtak road

ru
Gu
Source: http://static.panoramio.com/photos/large/51477069.jpg
Liberty Cinema Chowk: Site Context
Liberty Chowk is a four arm signalised intersection. The road stretch from Kamal T-Point to Liberty cinemas is Guru
Govind Singh Marg . The major land at the junction is the Liberty cinemas. The junction has a major issue of on-street
parking during prime time movie shows at Liberty cinemas

4.3 Site Analysis

Liberty Chowk
Existing Site Scenario and Traffic Volume Analysis
Kamal T-Point
20.0 Towards Shastri
10.3
8.4 Nagar
Gur
arg
uG
nM
ovin
d Sigh
raya
Mar
g
Na
5
1
10.
5
mi
10.
Swa
.5
10.5
10
ira
5
s Zak
10.
5
10.
12.1 12.0
.4
.5
rd
New
9.0 8
10
7.5
Roh
Towa
Rohtak Ro tak
ad 1 Roa
d
Gu
ru
Go
vin
dS
To igh
w Ma
Cin ard rg
em s Li
as b ert
y .5 7.7 .1
11 Towards Karol Bagh
12 .5
12
Traffic flow at Kamal T-Point: Traffic flow at Liberty Cinema Chowk
Towards (Veh/hr) LEGEND: Towards (Veh/hr) LEGEND:

From Total From
Arm 1 Arm 2 Arm 3 Inflow Existing road widths Arm 1 Arm 2 Arm 3 Arm 4 Existing road widths
Arm 1 704 2304 3008 Effective road widths Arm 1 188 131 2580 2804 Effective road widths
Arm 2 696 1707 2403 Arm 2 76 44 372
Arm 3 1080 1364 504 2948 Arm 3 1624 56 103
Arm 4 14
1
In order to study and analyse the traffic volume
and traffic movement patterns a sample survey was 1
conducted at the junction. Traffic volume surveys were Traffic survey was conducted in the same
done via video recordings of minimum 15 minutes manner as in the case of Kamal T-Point. Traffic
on all three arms, to capture peak hour volumes, The volume surveys were done via video recordings
survey was carried out during morning peak hour that of minimum 15 minutes on all three arms, to
starts at 9am. capture peak hour volumes, The survey was
Observations from site visit and traffic volume study carried out during morning peak hour that
are as follows: starts at 9am.
• There is heavy traffic flow towards Shastri Nagar Observations from site visit and traffic volume
throughout the day. study are as follows:
• Major issue related to traffic volume at the • Both the straight moving traffic volumes
junction is that the traffic volume of the two Cross section of road towards Zakira Flyover from Junction are heavy as compared to other traffic
convicting flows that is from Zakira To Liberty and flows.
Cross-section of Road towards Liberty Cinema Chowk
from Liberty to Shatri Nagar is the highest. • There isn’t heavy queue up due to signal
• Large amount of vehicular traffic opts to take timings but unruly on street parking does
wrong directional movement to access the disrupt traffic at places.
commercial areas and to avoid U-Turn at Liberty • On street Parking during show timings at
cinemas. Liberty Cinemas is huge at the junction.
• The Free left turn just before the Junction
appears to be narrow and inaccessible.


Issues along the 1.1km stretch of New Rohtak Road connecting the two Junctions
Towards Shastri Nagar
Towards
Za kira
Kamal T-Point
Anand Parvat Industrial Area Sarai Rohilla Railway Station

Marg Chowk
New
Roh
tak
Roa
d
On Street parking (Truck):

No segregated truck bays in the area, which leads into congestion on
the major road.
Liberty Cinema
Chowk
Liberty
Cinemas
LEGEND: Commercial Encroachment:

Haphazard commercial development, lead to encroachment by both
On Street Parking Truck
shop keepers and hawkers
Spill Over Activity
Footpath
Map showing issues along the stretch


Issues along the 1.1km stretch of New Rohtak Road connecting the two Junctions
Towards Shastri Nagar
Towards
Za kira
Kamal T-Point
Anand Parvat Industrial Area

Sarai Rohilla Railway Station

Marg Chowk New
Roh
tak
Roa
d
HAWKERS ACTIVITY
Hawkers selling along the footpath, they cause congestion as
they spill over on to the roads.
LEGEND:
On Street Parking (Cars)
Hawking Activity
Footpath
ON-STREET PARKING (CARS)
Cars and two wheeler on street parking, leading the road to
be narrow, which causes congestions and traffic jams, both in
major and arterial roads
Map showing issues along the stretch

4.4
ISSUESProposal

PROPOSAL Proposed Road Cross sections
ISSUES
ISSUES PROPOSAL
PROPOSAL
On-Street parking is being done on
ISSUES Provide continuous
PROPOSALS grill and
footpath space greens at regular interval to
On-Streetparking
On-Street parking is
is being
being done
done on
on Provide
Provide continuous
continuous grill and
On footpath
street parking
space is being done on
prevent
Provide
greens continous to grill
accessinterval
grill
and
footpath
greensfor
and to at regular
footpath space greensatatregular
regular interval to
footpath space vehicles
prevent
interval access to footpath
to prevent on streetfor parking. Kamal T-Point
prevent access to footpath for
vehicles
vehicles
Anand Parvat 05
Sarai Rohilla Railway Station
04
Existing 10.5 m carriageway is not Redesign road cross-section and
Existing10.5
effectively
Existing 10.5 m carriageway
utilized carriageway
by vehicularisis not Redesign
provideroad roadcross-section
9.5m carriage. and
Existing 10.5m m carriageway is notnot Redesign
Redesign road cross-section
cross section andandprovide
effectively
traffic. 1m
effectivelyof utilized
the
utilized by
carriage
by vehicular
way
vehicular is provide
And
provide 9.5m
utilise
9.5m carriage.
remaining
carriage. road space
effectively
traffic.utilised
1m of by thevehicular
carriagetraffic
way 1m is of 9.5m
And carriage-way
utilise remaining and
roadutilise
space remaining
goes to shoulder space
traffic. 1m of the carriage way is And utilise remaining road spacecycle
for pedestrian pathways and New
goes to shoulder
carriageway space space
goes to shoulder for pedestrian
road space for
tracks pathways and
pedestrian cycle
pathway and Roh
g
goes to shoulder space for pedestrian pathways and cycle
Mar
tak
tracks
cycle Roa
trackstracks 03 d
r thi
No Space for pedestrian
idya
No Space for pedestrian Liberty
No Space for pedestrian
movement Cinema
pV
movement
Nomovement Chowkt
roo
space for pedestrian movement
At bus stopstop
At bus location
locationroad
roadis isslightly
slightly Place
Place busbus
stopstop immediately
immediately
Swa
Liberty
At
widenedbus to
stop
widened tolocation
provide roadfor
space
provide space isfor
slightly Place bus
adjacent
adjacent to stop immediately
to carriageway
carriageway and and 02 Cinema
Ram
At widened
bus stopto location space
provide road for is slightly Place bus tostop
adjacent immediately
carriageway adjacent to
andmust
stopping bus.
stopping This
bus. space
This spaceis isforfor footpath
footpath andand cycle
cycle tracktrack
must pas pas
stopping
widened
hawking to bus.
activities
hawking This
provide and
activities space
space
andforforis for
for stopping footpath
from
from and
carriage-way
behind
behind thecycle
and track
footpath
the
bus bus musttrack
/cycle
stopstop pas must 01
hawking
buses. activities
This space and for by hawking
is encroached fromfrom
pass behind thethe
behind busbus
stopstop
activities
No pedestrian
No pedestrian crossing
crossing facilities
facilities Provide tabletop
Provide crossing
tabletop alongalong
crossing
No pedestrian crossing facilities Provide
with tabletop
pedestrian crossing
signal along
at every
withpedestrian
with pedestriansignal
signal
at at every
every Map showing location of cross-sections along the stretch joining the two junctions
No pedestrian crossing facilities 250m.
Provide table top crossing along with
250m.
250m.
pedestrian signal at every 250m
As discussed in the earlier section to resolve issues along the 1.1 km stretch joining Kamal T-Point and Liberty Cinema
Chowk the road cross sections need to be improved.
Strategy followed along the stretch connecting the two junctions
The proposed cross section are made in an inclusive manner so that all road users have designated space. The existing
The above table gives an overview of strategies cross section doesn’t have sufficient provision for pedestrian or cyclist traffic which causes them to use carriageway for
following while giving the proposal. The proposal has for movement.
been formulated keeping in mind the concept of shared
spaces and designing for the pedestrian traffic along with Total five sections have been detailed along the stretch :
improved vehicular traffic movement.
Section 01: Before Liberty Chowk As there are number of entries to private properties in this stretch,the section shows
Width of Carriageway: As per UTTIPEC report on Street how the entry must be designed without disrupting pedestrian movement and effective.
Design Guidelines, Nov 2009 the given street comes
under Other Sub Arterial Road. The report also specifies Section 02: After Liberty Chowk The section explains the entry to gated colonies along the stretch.
the category of roads require 2-3 motorised lanes with
minimum width of 3.1m. Taking into account the width of Section 03: At Bus StopThe existing Bus stop section is designed with bus bay, but the buses do not stop inside the bay
carriageway at the narrowest section was measured to be which causes passengers to wait on road outside the bus shelter.The proposed cross section is so designed that the buses
9.5m and as per the above specification a constant width stop at the curb side. This will ensure that there is minimum queue for the bus when it stops at the bus stop
of 9.5m has been proposed along the stretch
Section 04: Before Kamal T-Point Before the stretch narrows down slightly, this is the narrowest cross section on the
• Parking: In order to prevent on street parking along the road. The proposed section shows how to accommodate all road users.
road, it is proposed that there should be continuous
fencing along the footpath. Section 05: After Kamal T-Point After Kamal T-Point the section includes a service lane that is at -6m from road surface.
Map showing Road Hierarchy in Delhi Also there is heavy on street parking here along the shoulders of the stretch.The proposed cross section shows how the
• The lack of pedestrian crossing facilities have also Source: UTTIPEC (DDA), Street Design Guidelines, 2009,
area under on-street parking can be reclaimed as footpath.
been attended has been attended to by providing
table top crossings at every 250m along the stretch
between the 2 junctions.


1.1m
1.1m
3m 10.5m 10.5m 2m 2.5m 3m 1m 10.5m 10.5m 1.5m 2.5m
Footpath Carriage way Median Carriage way Shoulder Footpath Footpath Shoulder Carriage way Median Carriage way Shoulder Footpath
Section 01: Existing section before Liberty Cinema Section 02: Existing section after Liberty Cinema
1.1m
3m 1.1m
9.5m 9.5m 3m 2.5m 4m 9.5m
9.5m 2.5m 2m
Footpath Carriage way Median Carriage way Cycle Path Footpath Pedestrian/Cycle Carriage way Median Carriage way Cycle Path Footpath
Section 01: Proposed section before Liberty Cinema Track
Section 02: Proposed section after Liberty Cinema

Kamal T-point & liberty cinema chowk Following is the image of cross-sections depicting the proposal along the 1.1 km section

1.1m 7m 2m
3m 10.5m 2.5m
2m 1m 10.5m 1m 10.5m 1.8m 3m 2m
Shoulder Carriage way Median Carriage way Footpath
Footpath Carriage way Median Carriage way Shoulder Bus Unauthorised Shoulder
stop Section 04: Existing section before Kamal T-Point
Shoulder Encroachment
Section 03: Existing section at bus stop
1.1m
1.1m
3m 9.5m 9.5m 2.5m 3m 2.4m 3m 9.5m 2m
9.5m
Footpath Carriage way Median Carriage way Bus Footpath MUZ Footpath Carriage way Median Carriage way Footpath
stop
Section 03: Proposed section at bus stop
Section 04: Proposed section before Kamal T-Point

Strategy followed at Kamal T-Point

Tow
Shas ards
Nag tri
arg
ar
nM
raya
Na
mi
Swa
Vehicles take slip road to enter
commercial are.
Two Wheelers from Railway

Towards colony move wrong direction to
Zakira Flyover Rohtak Ro avoid U turn at Liberty cinema
ad
Gu
ru
Go
vin
dS
igh
Ma
rg
2 wheelers from the direction of Shastri

Nagar take wrong side to go towards
commercial area near Shri Satyanarayan
1.1m Temple
6m 1.5m 10.5m 10.5m 2m 6m Map showing issues at Kamal T-Point
Service Lane Shoulder Carriage way Median Carriage way Footpath Service Lane
Major Issue at the junction is the traffic moving in wrong direction to avoid u-turn at the Liberty Chowk,
Section 05: Existing section after Kamal T-Point To prevent this a roundabout geometry was designed at the junction. Since the traffic flow at the junction is higher than
3600PCU/hr the roundabout should be signalised in order to prevent congestion at the weaving section. There shall be
free left turn lane on Swami Narayan Marg and segregated lane for straight traffic from Liberty Cinema Chowk to Zakhira
flyover on New Rohtak Road.
Strategy followed at Liberty Cinema Chowk
Gur
uG
ovin
d Sigh
Mar
g
Absence of
pedestrian crossing
facilities at junction
Vacant land presently
occupied by hawkers and
few rickshaw pullers
New
Roh
tak
Roa
Heavy On street d
parking during show
timings at Liberty
Cinema
The entry is not

wide enough.
1.1m
6m 2.5m 9.5m 9.5m 2.5m 6m Map showing issues at Liberty Cinema Chowk
Service Lane Footpath Carriage way Median Carriage way Footpath Service Lane
Major Issue at the junction is during show timings at the Liberty cinema due to heavy on street parking.
Section 05: Proposed section after Kamal T-Point

To solve this issue the vacant land adjacent to the cinema can be converted into parking space to accommodate the
parking requirement generated by the theatre.

68
arg
M
ayan
ar
mi N
Swa
CITY LEVEL Project

Sara
i Ro
hilla
Railw
ay L
ines
Anand Parvat
Proposal - Design Layout at Kamal T-Point
New Rohta
k Road
Rohtak RO
AD
Gu
r ur
Go
vin
d Sin
Anand Parvat Industrial gh
Area M arg
Free left turning lane Segregated lane for straight Table top crossing
traffic
Map Showing proposed Junction Design for Kamal T-Point
NE
W
Roh
tak R
OA
D
AREA ALLOCATED
Area FOR
allotted for
PARKING
parking
Pet
Pum rol
p
Lib
er t
yC
Proposal - Design Layout at Liberty Cinema Chowk
ine
ma
Sch s
oo
l
Free left turning lane

Wider entry to left turn lane Only entry vehicles shall be allowed
Decongestion of Junctions
Map Showing proposed Junction Design for Liberty Cinemas

69

ISSUES PROPOSALS Proposal - Design Layout at entry to Ram Swaroop Vidyarthi Marg
Location Kamal T-Point Liberty Chowk 1.1km stretch Kamal T-Point Liberty Chowk 1.1km stretch
Geometry Large road Left turn on Provide signalised Provide proper
widths at the Guru Ravi Das Roundabout turning radius
junction allowing Road from geometry to at the left
vehicular traffic behind the junction to prevent turn to ensure
to encroach and Liberty Chowk traffic from moving vehicles use the
move in wrong has narrow entry in wrong direction left road behind
direction point and needs Liberty cinema
to changed
Right turning Provide segregated
Flow traffic from space for straight
Shastri Nagar moving traffic in
metro station order to prevent
towards DB any movement
Gupta Road of traffic in the
tends to take opposite direction.
wrong direction Close the opening
to avoid U-turn of service road
at Liberty. at the junction to New
Roh
thi oop
g
tak
Mar
This interrupts prevent vehicle Roa
Vid Swar
straight traffic entry from d
yar
towards Zakira junction.
Ram
PT/ IPT Pick Autos parked Autos parked
near the bus near the `
Map showing issues at entry from Ram Swaroop Vidyarthi Marg
up/ Drop off
stop as there are bus stop as
no designated there are no
IPT parking designated IPT Existing condition
areas parking areas The Ram Swaroop Vidyarthi Marg is suppose to be one way and allow only exit vehicles on to Rohtak Road. Due
Hawking A small Option-1 to wide turning space at junction vehicles halt to enter into the road This causes heavy jam on this road and creates
settlement of provide bottle neck along the New Rohtak Road.
Lohars behind resettlement to
the Bus-Stop the Lohars and
encroaches remove their
road space shop; Option2:
for Hawking Provide stalls at
Activities bus stop resettle
the lohars to
near by vacant
land.
Heavy On street Heavy on street Residential The road space Provide Provide
Parking parking at the parking during as well as must be reclaimed designated continuous
junction show timmings Commercial for providing parking space greens or grills
at Liberty spaces along the raised pedestrian adjacent to along road
cinema road tends to pathways in order Liberty cinema. to segregate
use footpath for to prevent on- pedestrian
parking. street parking movement from New
Roh
vehicular traffic. tak
Roa
thi
d
yar
Pedestrians During peak Provide table-
Vid
contributing hour heavy top crossing
oop
pedestrian with pedestrian
to
Mar Swar
flow from Sarai signal at the
congestion Roahilla Railway junction with
Ram
g
Station Tends heavy pedestrian
to hinder Traffic flow
flow
Issues No Proper No Proper No Proper Provide table Provide table Provide table
Map Showing proposed changes at entry from Ram Swaroop Vidyarthi Marg
faced by Pedestrian Pedestrian Pedestrian top crossing at top crossing top crossing
Crossing at Crossing at Crossing the junction for at the junction with pedestrian
Pedestrians Proposal
junction junction throughout the pedestrian crossing for pedestrian signal at every
stretch crossing 250m Ram Swaroop Vidyarthi Marg joins the New Rohtak Road midway in the concerned stretch.(1.1 km stretch joining the
two junctions). A channelizing island is proposed at the intersection to strictly facilitate one-way traffic flow into from
Ram Swaroop Vidyarthi Marg to New Rohtak Road.


3-D Views of The Proposal
View of Kamal T-Point from Anand Parbat towards Sarai Rohilla Railway station View of bus stop on New Rohtak Road
View shows segregated lane for straight and left turning traffic at the junction and provisions for the Pedestrian crossing
View of Kamal T-point from Sarai Rohilla Railway towards Anand Parbat Typical Table Top Crossing for pedestrians
View shows Table Top crossing at the junction and segregated lane for straight moving traffic towards Zakhira.

5.1 Site Context
S-Block Junction, Mangolpuri

S-block, Mangolpuri junction is located at the intersection of Hospital Road and the Y block Road. Major Arterial roads
adjoining the site are Outer Ring Road,(nearly 2 kms away) and Rohtak Road,(nearly 1 km away). Nearest metro station
is Udyog Nagar that lies on Green line running along Rohtak Road. The most prominent building in the vicinity of the
junction is the Sanjay Gandhi Memorial Hospital which is a multi speciality 100 bed hospital. Sultanpur Majra urban village
lies towards south west while Mangolpuri industrial area and Udyog Nagar industrial area form the southern boundary.
Junction is immediately surrounded by planned residential pockets.
Chapter 5
s-block junction, Mangolpuri
Map showing areas surrounding (context) S - Block Mangolpuri Junction
Image showing congestion at S - Block Mangolpuri junction


Temporal Changes in Junction geometry since year 2001
2 2
1
1
Y Block Road
2001 2004
• Bus terminal located at the junction - Location 1 • Bus terminal re-located
• Staggered intersections • Adequate turning radii provided at locations 1 & 2
• 90 degree turn with insufficient turning radius on all arms • Location 1 serves as bus stop
Vacant
Sulta Auto repair market
npuri DDA
Road plot
2
1
2 2
1 1
2010 2016
• Location 1 redesigned to streamline circulation to & from the • Location 1 walled off from the junction and lying vacant
bus stop • The area lies vacant right now and is under possession of the
DDA
Observed influence of Sanjay Gandhi Memorial hospital on traffic characteristics

Map showing areas surrounding the junction and their land use Sanjay Gandhi Memorial Hospital
caters to the health needs of, a
1
LEGEND population of 15-20 lakh residing in
Residential JJ clusters & resettlement colonies
Hospital
Commercial
of Mangolpuri, Sultanpuri, Nangloi,
Primary school
Mundka, Agar Nagar & Budh Vihar.
Mixed use Senior Sec. school
Patients and their families reside in
Green/ Open spaces Religious nearby areas for long term medical
Vacant land Post office treatment.
Public/ Semi-public Police station Public and intermediate public
transport has a significant modal
Image showing arm of the junction that leads to Nangloi Sultanpuri Road
Predominant land use in the study area is residential share in the traffic attracted by
2
with mixed use along two major roads: the hospital, due to a predominant
• Y-Block Road catchment of LIG and EWS category
• Hospital Road. of population. Majority share is
A number of primary & senior secondary schools observed to be of shared modes
exist in the area. Activities around the junction of public and intermediate public
are mainly dictated by the presence of Sanjay transport systems like bus, Gramin
Gandhi Memorial hospital. The residential pockets Map showing catchment areas of Sanjay Gandhi Memorial hospital Sewa, shared auto, shared electronic
are mostly planned settlement but rampant rickshaw. Personal rickshaw and auto
encroachment exists in the surrounding. Image showing Sanjay Gandhi Hospital behind the junction also operate here.

5.3 Site Analysis

Issues
S - Block Mangolpuri Junction has a staggered geometry

leading to lower sight distances. Signal at the junction has
been disabled causing vehicle - vehicle as well as vehicle
- pedestrian conflicts.
1
Y Block Road
Sanjay Gandhi Key Plan
Memorial Hospital
5
Auto repair market adjacent to junction causes spillover of

vehicular parking on carriageway
2
Access to the hospital (even for emergencies) is highly

encumbered due to chaos and congestion at the junction.
6
Vacant
DDA plot
Informal vending and PT/ IPT stand at the junction
3 Auto repair market

Vending encroachment at the junction
Sultan
puri R 2
oad 1 7
6
5
7
8 3
4
On-street Parking stand at the junction

Without signals, the junction faces chaos and pedestrian
4 crossing is a hazard
Map showing issues at the Junction

LEGEND
Presence of the hospital has led to cropping up of
Informal Vending Activities
auxilliary activities around the junction like piling up of IPT
Idling IPT Vehicles
Insufficient Turning Radius vehicles, vendor agglomeration, and increased pedestrian
Insufficient distance of bus stop from intersection movement. Infrastructure for these activies has not been
Concrete structure on the corner leading to insufficient turning Bus Stops provided for leading to encroachment of the ROW. Onstreet parking, permanent encroachment by shops and
radius for vehicles Utilities - Public Toilet Complex unregulated IPT operation severely choking the junction

5.4 Proposal

In order to decongest the junction, it was determined that the LEGEND:
Policy intervention with identification of suitable location for activities encroachment on all arms upto 50m from the junction has to be Built-up
removed. Activities on the junction were found to play an essential Footpath
Vacant land parcel (35 x Proposed Retain Bus stops to be Bus stops Footpath to be
role in supplementing the infrastructural facilities required due to Carriageway
50 M.) adjacent to the pedestrian existing shifted at least to be cleared from
the presence of hospital. Therefore, a suitably located plot owned by Shoulder
hospital to be acquired and entry to vehicular 100 m. away from relocated encroachment
DDA and currently lying vacant has been identified, to be developed Green/ Open space
designed to accommodate: Hospital entry/ exit to the junction, at by shifting by fruit sellers &
in order to providing the infrastructure in a planned manner. On- Vacant land
1. IPT pick-up/ drop-off the hospital location near to them away bus stop to be
street parking for commercial establishments to be charged at steep Bus Stops
2. Hawkers the existing public from the accommodated
price. IPT pick up/ drop off
3. Pedestrian entry to toilet junction
Public toilets
Hospital
Y Block Road
Y Block Road
Sanjay Gandhi Sanjay Gandhi
Memorial Hospital Memorial Hospital
Vacant Vacant
DDA plot DDA plot
r
mt
50
Auto repair market Auto repair market

Sultan Sultan
puri R puri R
oad oad
Map showing proposed interventions for decongestion of junction Map showing tentative locations for shifting of activities and services from junction


In another alternative, both entry and exit to the site are from
Accomodation of IPT and vendors catering to demand due to Hospital Sultanpuri Road. Bays are provided for shared and individual modes
with further segregation between different types of shared modes.
As seen in the timeline earlier, the 35m X 50m plot at the junction corner is lying vacant and has not been repurposed This layout would affect a single arm instead of two. It would also
yet. Proximity to the hospital, access from both adjoining roads, direct access to hospital premise, and the size make this facilitate enforcement of non idling zone upto 50 m from the junction.
plot ideal to be developed as a pedestrian plaza providing pick up/ drop off facilities as well as an organised space for However, the entry/ exit to the site would be within 50 m on Sultanpuri
kiosks catering to the needs of the floating population attracted by the hospital. A direct pedestrian entry from the plot Road hindering the traffic on that arm from navigating the junction. An
edge to hospital premise would need to be created. option of utilising space from the auto repair market for segregated
entry/ exit can be explored.
Two options have been provided below. One alternative for designing the space is to provide separate entry and exit
for IPT vehicles with a streamlined circulation. This would enable a more efficient utilisation of space - less circulation
(pedestrian and vehicular) requirement enabling bigger plaza.
Key Plan
Sanjay Gandhi Memorial Hospital Sanjay Gandhi Memorial Hospital
Pedestrian Entry/ Exit Pedestrian Entry/ Exit
IPT Pick Up
Y Block Road
IPT Pick Up
Y Block Road
Pedestrian Zone
Pedestrian Zone
Plaza with space and

facilities for Vendors
Plaza with space and

facilities for Vendors
IPT Drop Off
IPT Drop Off
Circulation of IPT
Sultanpuri Road Circulation of IPT
Sultanpuri Road
Shared Modes (IPT)
Individual Modes (IPT)
Map showing proposed Layout for IPT circulation and vending zone - Option 1 Map showing proposed Layout for IPT circulation and vending zone - Option 1I

6.1 Site Context
Palla Chowk
Palla Chowk
The Junction lies on Grand Trunk Road, also known as G. T. Karnal Road, which is a national highway leading to Haryana
and Punjab. It carries heavy regional traffic from Punjab and surrounding areas. The Junction is located 9 km north of
Mukarba Chowk towards city periphery. Junction is bound by industries on all sides, banquet halls towards Bhaktawarpur
village and Alipur village on the other side. Banquet halls have been permitted through change of land use from industrial
to public/ semi public. Splash water park is located at the junction corner and attracts traffic during summers.The junction
lies on a small by-pass of Alipur Village.
Towards Rohtak Towards
Bhaktawarpur
Village
Ba
Chapter 6
nq
Industrial
ue
tH
Area
Palla Chowk
alls
Banquet
Halls
alls
ue tH
Industrial B anq
Area Connecting Road
Splash
Water Park
Industrial
Banquet H
Area
Road
Grand Tr unk
alls
Alipur
Old GT Road
Village
Industrial
Area
Industrial
Area
Industrial
Area
Towards Mukarba Chowk

Map showing areas surrounding (context) Palla Chowk
Junction with direction hoardings for banquet halls Adjoining landmarks at the junction - Splash water park, Aamantran Party Lawn

Palla Chowk
Palla Chowk
1
Towards Rohtak Towards

Baktawarpur Village
Banquet Halls
Banquet Halls
Industrial Area
2
d
ur Roa
awarp
Bakht Vacant plot adjoining junction on Palla Bhaktawarpur Road used by
a
Pall trucks for idling/ parking
1 2
ant
Con Vac
nect Splash
ing R Water Park
Industrial Area oad
Industrial Area
Road
ad
Old GT Ro
Truck movement and location of banquet halls on Palla Bhaktawarpur
Grand Tr unk
Road
With increased development in recent times, the intersection

has started functioning as an urban junction instead of peri-
Industrial Area
urban as it had been designed for.The by-pass on GT Road was
designed as a regional high speed, grade separated corridor
with a slip road called Narela Road for accessing plots along
Narela Road
Alipur the road.
Village
Banquet Halls
Industrial Area
2006 - GT Road At Grade with 2010 - Slip road metalled towards
unmetalled slip road for plot access splash water park
Residential Industrial Area

Commercial
Public/ Semi Public - Educational, health, and public services
Public/ Semi Public - Banquet halls
Recreational
Greens
Industrial
Agricultural Towards Mukarba Chowk
7.5 mt wide well metalled Narela Road functioning as slip road 2012 - Slip road metalled on the 2015 - GT Road raised above
Map showing land use of areas surrounding Palla Chowk to GT Karnal Road other end of junction adjoining land, slip road (Narela
Road) connected to junction

6.3 Site Analysis
Palla Chowk
Palla Chowk
Issues
The Junction is heavily congested
during wedding season, due to location
of banquet halls in vicinity. The traffic
destined for banquet halls disrupts
regional movement as well as the city
traffic which chokes the entire 9 km
stretch upwards of Mukarba Chowk.
Also, there is considerable heavy vehicle
movement across the junction due to
location of industries on both sides.
Traffic from Alipur and Bhaktawarpur
village also adds to the congestion.

6.4 Proposal
Palla Chowk
Palla Chowk
2
1. Junction needs grade separation for through moving regional traffic 1
- To be analysed based on traffic study
2. Diversion of traffic destined to the banquet halls located before

the junction.
- Via loops connecting GT Road and Narela Road
- Additional phase in signal for traffic moving on Narela Road
(Service road)
Key Plan
a
any
Lav quet
n
d
Ba
Roa
ela
Nar
ni
Sha dir
n
Ma
ad
Ro
nal
Kar
GT
ad
pur ro
war
hakta
aB
Pall
Splash Water Park

Narela Ro
ad
G T Karnal
Road
Map showing proposed flows at Junction during peak hour Map showing proposed Layout of loops connecting GT Road and Narela Road

7.1 Site Context
NSG roundabout, MEHRAM NAGAR

NSG roundabout is named after National Security Guard Headquarters located in the vicinity and was functioning as
a roundabout up till 2009. It was then converted into a 4 arm signalised junction with a grade separated corridor for
traffic from NH-8 moving towards Dwarka. The Junction is located near Indira Gandhi International Airport(IGIA) and
is connected to NH-8 via an 8 km long collector. It provides primary connectivity to Dwarka from Gurugram and south
Delhi, and to T3 terminal of IGIA from Delhi via NH-8
The Junction is bound by Cantonment area in North and East, Airport in West, and Residential area in South. The
residential area mainly comprises of Mehram Nagar and army residential complexes. As the land near the junction is
2/11/2017 Google Maps
majorly army land, it cannot be encroached upon. Area under Delhi Cantonment Board (DCB) require special permission
for any kind of construction activities. The surrounding area is mostly vacant, providing possibility for network expansion.
Chapter 7 Close proximity to the airport also ensures that vertical expansion near the junction is not feasible.
NSG Roundabout, Mehram Nagar Towards

Towards
Delhi
Dwarka
Raksha
Sampada
Bhawan
Dw
ar k
aR
oad d
rt Roa
A irpo
Towards Terminal Shankar Vihar

1C (IGIA) Shopping
d
Complex
Roa
g
ar
M
cess
t ar
Ba
n Ac
n Nh8
Indira Gandhi
Ulla National
ther
Terminal, New Security
Delhi Guard Head
Nor
Army Welfare
Quaters Education
Society
CSAI Officers
Mess
Towards Terminal
1D (IGIA)
Towards Terminal 3 (IGIA) Towards Gurgaon
Map showing areas surrounding (context) NSG Roundabout Imagery ©2017 DigitalGlobe, Map data ©2017 Google 100 m
https://www.google.co.in/maps/@28.5668521,77.1266432,1621m/data=!3m1!1e3 1/1
NH-8 Underpass leading to Dwarka from NH-8


)`
rgaon
Fr (Gu )
om -8 aon
Dw H rg
ar rd sN (Gu
a -8
ka Tow NH
m
Fro
`
Dw
ar
To ka
wa Ro From NH-8 (Delhi) to Airport
rd ad
s Dw ad
rt Ro
ar rpo
ka Ai 2
arka
n) t o Dw
(Gurgao
NH-8
From
LEGEND
Traffic from T3 IGIA
Traffic from Dwarka
Traffic from NH-8 (Delhi)
Traffic from NH-8 (Gurugram)
d
ss Roa
Traffic from T1
n Acce
Traffic from Gurugram through Underpass
er
Traffic from Delhi through Underpass
North
Underpass
rg
r Ma The traffic navigating NSG roundabout mostly comprises of daily commuters from Dwarka to south Delhi and Gurgaon
Bata
llan and vice versa. Dwarka is a high density sub-city designed as a satellite residential zone. Hence, the commuting traffic
U
between Dwarka and Gurgaon is very high in volume. The junction also caters to high volume traffic in regular intervals
accessing or egressing from the different terminals of IGIA.
1 2
y
- Cit
IA
IG
1D
Aero
s T
rd
wa
T3 &
To
GIA
rds
T3 I
Towa
From
Map showing existing flow of traffic at the junction

At grade arm at Junction leading to Dwarka : access to junction Road from NH-8 (Gurugram) to NSG Roundabout
from the arm is blocked to reduce the signal cycle time as well
as prevent heavy vehicles from entering the T3 underpass further
ahead of the junction

7.3 Site Analysis

Congestion at junction occurs due to two reasons - heavy bursts of traffic
Issues attracted by the airport, and large volumes moving to and fro Dwarka.
Traffic moving towards Dwarka beyond the junction gets choked at two
points as shown on the map.
8
Choke Point 1: The underpass, which is 10.5 m wide, combines with the
Dwarka R
10
at grade arm carrying traffic from the airport which is 8 m wide, to a 10
6
Fro m wide road. The resulting width falls short of 8.5 m for peak hours when
mD
oad
wa
r ka
both the contributing arms are fully loaded.This forms the first choke point
Proposal at to
2 NH with repercussions on the throughput of the junction.
Choke Point : 1 -8
Choke Point 2: The 10 m wide road further gets divided into two arms
Thimayya
with grade separated crossing at their junction. Dwarka Road is the priority
8
corridor for access to Dwarka while Thimayya Marg leads to Najafgarh and
8
Marg
Cantonment area. During peak hours, Thimayya Marg is also used to reach
To
wa Dwarka as the width of Dwarka Road is insufficient. The second and more
.5
rds
12
critical choke point is formed at the entry of Thimayya Marg which is just 4
10
Dw
ar k
a m wide whereas the road itself is 12 m wide.
Fro
1 mD
White patch shows proposed wa
r ks
expansion Tow
ards
Tow NH
ards 8
Dw
ar k
a N H8
To
Dw
ar
ka
Ro
ad
-8
NH n )
o m a o
12 Fr u r g a
( G war k
ad to D
rt Ro
rpo From NH-8 (Delhi) to Airport
Ai
Proposal
at
Choke
10
ka
Point : 2 Dwar
aaon) to
7 (Gurg
NH-8
From
9
9 LEGEND
10
Traffic from T3 IGIA
n
Access Road
Norther
Traffic from Dwarka
H8
From T1D to N
Traffic from NH-8 (Delhi)
rg
City
Traffic from NH-8 (Gurugram)
r Ma
ata
ro -
B Traffic from T1
lan
Ul
& Ae
IA
1D Traffic from Gurugram through Underpass
T3 IG
sT
s T3
w ard
ard
To Traffic from Delhi through Underpass
From
Tow
Map showing choke points on Dwarka Road causing congestion at junction

7.4 Proposal

7.4.1 Road Widening to Remove bottlenecks on road leading to Dwarka
Dwa
Dwarka R
Thimayya
rka R
12
oad
oad
Marg
10
Thimayya
N H8
To
7 Dw
ar
Marg
ka
9 Ro oad
ad
port R
Air
9
10 NH-8
2 From g a o n )
( G u r ar ka
to Dw
H8
From T1D to N
Proposal at
Aero s T3 &
rg
Ma
- City
Choke Point : 2 1D r
sT ata
d
rd B
Towar
wa Ul
lan
To
Key Plan
8
Thimayya Marg
10
1 Dw
6
ark
aR
oad
Proposal at
Tow
Choke Point : 1 ards
NH
8
-8
At Choke point 1, the widening proposed is of 6 m resulting in a carriageway
width of 16 m (current width is 10 m). Carriageway is proposed to be divided as -
8
0.5+3.5+3+3+3+3 maintaining the four fully occupied lanes from the subway and
providing 2 additional lane for the traffic from the junction. At choke point 2, the
12
width of the entry of Thimayya Marg is proposed to be increased to 10 m from
Tow
the existing 4 m in order to better utilise the available width of Thimayya Marg and ards
prevent bottleneck at its entry point. The proposed widening would have to be Dw
ar k
carried out by acquiring adjacent army land. It is vital for ensuring smooth flow of a
traffic by providing uniform road width. The proposal requires 1500 sqm of land
to be acquired along a 250 m stretch. After widening, it should be ensured that a
prominent sign directs the diversion for seamless movement and optimum use of
road space. Map showing proposed road widening for ensuring smooth flow of traffic


7.4.2 Junction Redesign
• Redesign of Junction to Roundabout to cater to uneven but high traffic flows during different time periods
• Widening of access to secondary road at Choke point 2 from existing 4 m to 10 m to match the following section
• Road widening at choke point 1 from the existing 10 m to a minimum of 16 m (Carriageway division -
0.5+3.5+3+3+3+3)
• Signage at choke point 1 to enable seamless diversion and use of road space
Dw
ar
ka
Ro
ad
oad
tR
por
Air
Northern
Access Road
rg
r Ma
Bata
lan
Ul
Map showing overall proposal

8.1 Site Context
Escorts Junction, New Friends Colony

• Major Arterial
roads adjoining the
site are Ring Road,
Mathura Road and
MP Road.
• Proposed metro
line is from
Janakpuri to Noida
Botanical Graden
Chapter 8 (Phase 3).
• The nearest metro
escorts JUNCTION, new friends colony station to the
junction is Sukhdev
Vihar metro station
(upcoming).
• The roads leading
to the escort
junction act as
distributor road to
the three major
Map showing roads adjoining the site Arterial roads.
Source: Google Earth
Escorts Junction is a four arm signalised junction adjoining Fortis Hospital in south east Sarai Jullena Village. Junction lies
in the south west the intersection consisting of C V Raman Marg and Maulana Mohammad Ali Jauhar Marg. The area
comprises a large number of public spaces including hospitals, schools, and commercial establishments. Presently there
are 2 hospitals Fortis and Holy Family Hospital located along Maulana Mohammad Ali Jauhar Marg. Jamia Millia Islamia ia
also located at 1.5km from the junction.The major issue at the junction is lack of pedestrian facilities and irregular carriage
way width caused by commercial encroachments.
CV
Ram
New Friends
an M
Colony market DDA parking
arg
Surya Hotel
Towards Jamia
Maulana Mohammad Ali Jauhar Marg
Towards Okhla
Sarai Jullena Fortis Hospital
ill
o di M
rd sM
a
Tow
ad
Ro
MP
Map showing landmarks around the site

102 CITY LEVEL Project Decongestion of traffic junctions 103

8.2 Existing Scenario 8.3 Site Analysis

Issues
1 Encroachment
Encroachment by commercial
establishments along Maulana
Mohammad Ali Jauhar Marg thus
reducing the road width.
CV
Ram
an
Community 2 On Street Parking
M
Center Neighbourhood
arg
park Neighbourhood
park Auto parking / idling along Sarai
DDA parking Jullena edge.
DDA parking These are undesignated spots
encroached on the carriageway.
Suryaa hotel Suryaa hotel
3 Auto Idling/Parking
Jauhar Marg 1
Maulana Mohammad Ali
4 2
3 On - street parking on either side of
Fortis Escorts hospital
CV
CV
Fortis Escorts hospital the road due to the market , leaving
Sarai Jullena
Ram
Ram
only 1 lane for movement of traffic.
an M
an M
arg
arg
Sarai Jullena
Zakir Bagh
9m
9m
Zakir bagh
Map Showing Issues along Maulana Mohammad Ali Jauhar Marg

1 2
Land Use Map of the Junction

Legend
Residential development
The junction is located adjacent to Fortis hospital whose emergency gate Green / Open spaces
opens on to Maulana Mohammad Ali Jauhar Marg, it was seen on ground
Public / semi public development
that the entry to hospital has been shifted and this entrance only used for
Mixed use development
pedestrian entry and in case of emergency.
Commercial development
There ia large amount of commercial as well as mixed land use with

frontage to the roads. Presence of commercial activities has resulted in heavy
Commercial Encroachment On Street Parking
encroachment and heavy on street parking. The commercial shops here mainly
consists of photocopiers, chemists, groceries shops and eateries, it can be
3 4
noted that clientele has short waiting times which results on people parking
on road while they visit the shops.
Sarai Jullena is a urban village adjacent to the junction. It was seen that there
DDA Parking entry
are large number of drivers settled in this residential pocket who park their
vehicles along the CV Raman Road when not in service.
Other prominent landuse feature is the DDA parking which isn’t functional
yet. The entry and exit point of this basement parking are designed
perpendicular to the traffic flow.
Neighbourhood Park Entry Auto Parking Street view showing under utilised road carriageway


CV Raman road Junction
1 Encroachment
1 Entry/Exit To DDA Parking
10m Encroachment by commercial 10m
1 2 m • Entry / exit to DDA parking is at
establishments along Sarai Julenna edge. 12m
the the junction which would cause
This leads to narrowing of road at further congestion once the parking
various points causing bottlenecks.
CV
is operational.
Ram
2 Junction Design 2 Lack of Designated Parking Space For
an
Rickshaws
Ma
The Median ends 18m before junction.
rg
Neighbourhood This causes traffic pile up onto the Neighbourhood • Rickshaw’s park around islands
park opposite traffic lane as traffic from the park at the junction as there are no
DDA parking opposite direction starts queuing up DDA parking earmarked spaces for the same.
Suryaa hotel • This causes the traffic to slow down
Suryaa hotel at the junction.
3 On Street Parking
2 3 Pedestrian Infrastructure
Jauhar Marg
Maulana Mohammad Ali On - street parking of cabs and taxis Maulana Mohammad Ali Jauhar Marg • Pedestrian crossings are not marked
2 on either side of the road causes properly.
1
Fortis hindrance in the traffic movement. Fortis • No pedestrian infrastructure like
Escorts Escorts
Sarai Jullena 1 hospital 3 hospital
table tops etc. for safe pedestrian
Sarai Jullena
crossings.
4 4 Bottleneck
2 Surface Drainage
U-Turn Provided at the narrowest
3 • Since the junction is a low - lying
9m section on road causing congestion. 9m
9m Zakir bagh 9m area , it gets flooded during
monsoons.
Map Showing Issues at Junction`

Map Showing Issues along C V Raman Road
1 2 3 2
Commercial Encroachment Junction Design

Lack of Designated parking space for Rickshaws
Pedestrian Infrastructure
3 4
On Street Parking Crossectional View of Bottleneck Entry to DDA Parking at the junction

8.4 Proposals

CV Raman road
CV
Ram
an r
oad
CV
Ra m
an
roa
DDA Parking Neighbourhood park
d
DDA Parking
Legend
Green / open spaces
Traffic island
Pedestrian pathway
Carriage way
Footpath/MUZ Sarai Jullena

IPT Parking
Bus stop
Sarai Jullena
Map showing proposal for Maulama Mohammed Ali Marg
Map showing proposal for C V Raman Marg
Reclaimed space for pedestrian infrastructure Road geometry realignment

• Encroachment by the commercial establishments needs to be removed. • Road realignment to maintain same widths on both sides of the road.
• The reclaimed pathway to be used for pedestrian infrastructure including continuous pathways, seatings, signages, • This would also enable realigning the median which at present is not centered and thus creates bottlenecks.
street lighting etc. • The median at the junction to be extended to discourage traffic to pile up from CV Raman Marg.
• Removal of on-street parking in and around the junction. DDA parking to be used for long term and short term
parking with subsidized parking rates. Remove encroachments
• Removing the encroachments by the commercial shops on either side of the road and reclaiming the space for
Provide designated auto stands pedestrian movement and related infrastructure.
• Parking / idling space designed for autos so that they do not queue up on the road.
Removal of on-street parking
• Removal of on-street parking on Fortis Escorts hospital edge to maintain homogeneous traffic movement.


Junction Conclusion
Parameters Issues Proposal Implementation

The Median ends 18m before Realign the median to equally distribute Design intervention
Geometry
CV
junction causing traffic pile up. carriage way widths.
Ram
Encroachment by commercial Removing the encroachments by the Strict enforcement
an
establishments along the edge commercial shops on either side of policy
roa
d
causing bottlenecks. the road and reclaiming the space for
Encroachment
pedestrian movement and related
DDA Parking Neighbourhood park infrastructure.
Rickshaw’s park around islands at the Designated space for IPT idling / parking Design intervention
junction as there are no earmarked provided. + Strict enforcement
spaces causing the traffic to slow policy
IPT parking
down at the the junction.
Absence of viable pedestrian Table top crossings along with relevant Design intervention
Pedestrian
crossing facilities pedestrian infrastructure provided.
Infrastructure
On - street parking of cabs and taxis Removal of surface parking from CV Strict enforcement
on either side of the road causes Raman Marg and Maulana Mohammad policy
On - street
hindrance in the traffic movement. Marg to maintain homogeneous
parking
Maulana Mohammad movement.
Ali Jauhar Marg
Entry / exit to DDA parking is at Relocate entry / exit points for DDA Design intervention
the the junction which would cause parking. + Strict enforcement
Others further congestion once the parking DDA parking to function with subsidized policy
is operational. rates to discourage all kinds of on - street
parking.
Sarai Jullena
Summary of proposals at the junction

Proposal for Junction and entry to DDA parking (Option1)
Remove Encroachments On Sarai Jullena Egde
Improve pedestrian infrastructure OPTION- 2
• Utilize reclaimed space for pedestrians.
• Continuous pedestrian crossings with table top to
be provided for safe and seamless access by the Improve Pedestrian Infrastructure
pedestrians. • Pedestrian crossings with table tops.
• Upgrade pedestrian infrastructure to current design standards.
Entry/ exit of DDA parking
• The entry / exit of DDA parking to be changed as per Enforce Zero Tolerance Zones
Option-01/ 02 Strictly prohibit parking / idling on carriage way up to 50m from junction.
Bus stop and supporting infrastructure

DDA Parking Entry / Exit
• Bus stop shifted approximately 60 m away from the • Relocate entry / exit points for DDA parking.
junction so that it does not hinder junction clearance.
• Kiosk for basic necessity like water etc. to be Road Geometry - CV Raman Marg
provided near the bus stop. • Realign the median to equally distribute carriage way widths.
Designated space for IPT parking
IPT Parking
• To avoid IPT’s to queue up on the road, designated • Designated space for IPT idling.
IPT stand inset in the neighborhood park near Holy
Family hospital. On - Street Parking
Proposal for entry to DDA parking (Option 2) • Removal of surface parking from CV Raman Marg and Maulana Mohammad Marg to maintain homogeneous movement.


Overall Proposal for study area
Sarai Jullena
IPT idle/parking Pedestrian Redesign DDA park- Relocate Extended median Gramin Sewa parking
Continuous footpath of 2m bay Refuge area/ ing entry and exit Bus stop
Sitting facility
Map showing all proposals at junction

9.1 Site Context
Nizamuddin Khatta
Nizamuddin Khatta
GRA
ND T
TOWARDS
DS
AR HAM
RUN
ITO MILLENIUM BUS W
TO ARD
DEPOT SH
AK
K RO
AD
INDRAPRASTHA
PARK 24
NH
1
3
2
Chapter 9
nizammuddin khatta
MAH
ATM arg
M
AG
AND
HI
TOWARDS
ASHRAM
HUMAYUN’S
TOMB
Map showing the Nizamuddin Khatta

Nizammuddin Khatta junction is a three arm signalised junction connecting East Delhi to South & Central Delhi. There
is an existing flyover at the junction for free movement of traffic from ITO towards Sarai Kale Khan. It is flanked by
Indraprastha Park in the west and DTC Millennium depot & Yamuna River in the east. The Sarai Kale Khan ISBT and
Nizammuddin Railway station are within 1km of the junction.
The junction is of major significance at city level as it connects the traffic from East Delhi to South and Central Delhi. Keeping
in mind the significance of the junction, constant effort has been made by transport authorities to keep it congestion free.
Presently there are 4 transport proposals underway in the vicinity of the junction:
• 8-lane Delhi Meerut Expressway (work already in progress) 2
• Metro phase 3 (Shiv Vihar - Mukundpur line)
• Delhi-Ghaziabad-Meerut RRTS route with station at Nizammuddin
• Proposal for making Sarai Kale Khan a Multi Modal Interchange
1
Image of the junction at 10:30am: Showing traffic

moving towards ITO
3
Free Left Turn towards Akshardham
The junction connects NH-24 to the Grand Trunk
Road/ Mahatma Gandhi Road. Presently both roads are
proposed to be converted to an expressway to provide
seamless connectivity.
All left and straight movements are segregated and signal-
Image road section under the flyover
free

9.2 Existing Scenario 9.3 Site Analysis
Nizamuddin Khatta
Nizamuddin Khatta
Along Grand Trunk Road towards ITO
1
DTC Millenium
Depot
4
1 Image showing right turning traffic queued up in lane for traffic towards
1 ITO
2
3 3 The straight moving traffic towards ITO from ISBT has a

segregated lane for seamless movement but this lane is often
2 blocked by the right turning vehicles. Lack of signages for
Indraprastha Park indicating segregated lane for the traffic movement can be
LEGEND: sited as the cause
Metro Construction Median
Yard 2 3
Footpath
Existing Road Widths
Signal Posts Map Showing Issues Along Grand Trunk Road

towards ITO
Continuous Movement
Another issue noted on site along this stretch are
Vending Zone broken bollards and pedestrian pathway. allowing two- Two wheelers lying on footpath Broken bollards provide acess
points
wheeler traffic to ply on pedestrian pathway
Traffic Movement at the junction Along Grand Trunk Road from ITO towards Akshardham and ISBT
Existing traffic movement pattern During the evening peak hour there is a heavy traffic flow from
1
The junction is designed so that all the left turning traffic and straight traffic ITO towards East Delhi. Adding to this vendors start putting up
movements are free and unsignalised. These traffic movements are marked stalls which adjacent to bus stop. the close spacing of bus stop
in blue arrows. and vending zone causes a chaotic situation causing the a heavy
queueing up of the traffic.
During morning peak hours there is heavy traffic movement from East Delhi The metro construction at the junction has created bottle neck
to ITO and Sarai Kale Khan ISBT owing to working population residing in after the ITO flyover on Mahatma Gandhi Marg . The traffic
East Delhi. During the evening peak hours, there is heavy return traffic flow. moving from Nizamuddin bridge merges with the traffic from
ITO flyover at this narrow section which leads into a grid lock at
Entry to DTC Millenium Depot at Junction
Even though all the traffic movements are segregated during peak hours the junction during peak hours
often the junction has to be supervised manually to ensure smooth traffic
flow.
2 3 4
Vendors along the Road Pedestrian Crossing at the free left lane Bus stop along NH-24 Map Showing Issues Along Grand Trunk
Inadequate merging length for traffic Road towards Akshardham

9.4 Proposal
Nizamuddin Khatta
Nizamuddin Khatta
Pedestrian Issues
1
DTC Millenium
Depot
5 4 Pedestrian Crossing at 1
3
2
1 2
Indraprastha Park
6
Metro Construction
Yard
Pedestrian Crossing at 2
Map showing pedestrian crossing locations at junction
The study area is a major city node and has a Public Park, Bus depot, 2 bus
Stops ,ISBT and a railway station all located within 1km radius making it of
utmost importance to provide proper pedestrian facilities at the junction. Map showing proposals at junction
In the present scenario all the left turning movements are unsignalised RECOMMENDATIONS:
which means there is no provisions for pedestrian crossing even though
table top crossing have been provided its design is not sufficient to cause • For Pedestrian facilities: Table-top crossing must
the fast moving vehicular traffic to slow down. As a result pedestrian are at be coupled with pedestrian signals to make these
Pedestrian Crossing at 3
high risk while crossing these sections. crossings pedestrian friendly.
The pavement material on footpaths are broken at places and bollards
are broken for access of 2 wheeler traffic. All these make footpaths under • The street vendors should be removed and
utilised by pedestrians even though sufficient width is available throughout relocated beyond the Nizamuddin bridge.
4
the stretch.
• 1 JC Decaux kiosk should be installed at bus stop
along Gujjar Samrat Road towards Akshardham
5 6 Image Reference for providing Kiosk
Source: https://www.jcdecaux.co.in/images/img_07advertising.jpg
• Side walks should be resurfaced, and the spacing
between the bollards to be reduced in order to
avoid entry of the two- wheelers.
• Proper signages to be installed 100m before the

junction (minimum) to ensure continuous movement
of traffic from Sarai Kale Khan to ITO.
Broken and un-maintained footpaths Bikes plying on footpath Pedestrian Crossing at 4

KAPASHERA cHOWK
10.1 Site Context
KAPASHERA cHOWK
Kapasera Chowk is a 4-arm signalised junction located at the intersection of Old Delhi-Gurgaon road and the Najafgarh-
Kapashera road. There are number of banquet halls and farmhouses located along both the roads which acts as a huge
traffic attraction zone during wedding season.
The junction has thorough movement of heavy commercial vehicles due to the presence of industrial area along the road.
There are large number of auto rickshaws and trucks idling within 50m of the junction. This causes chaos and congestion
at the junction
Chapter 10
KAPASHERA CHOWK
N
aj
af
ga
rh
Samalkha
Ro
ad
ad
Ro
Kapashera
on
ga
ur
iG
elh
dD
Ol
Map showing the location of the junction
Landuse
The junction is located at the cross Towards Delhi
section of Old Delhi Gurgaon road and
the Najafgarh-Kapashera road where Towards
N
Najafgarh aja
the junction is bounded by commercial fga
rh
activities on three sides .The study area Ro
ad
is bounded by transportation related
commercial activities on the north like Samalkha
warehousing, supply chain vendors etc.
The southern side of the junction is To
Kapashera wa
occupied by banquet halls. There are rd
sG
ad
ur
Ro
commercial activities to the east and ga
on
on
Kapashera residential area to the west of
rga
on hi Gu
the junction. Legend
Presence of Banquet Halls around the
el
Residential
dD
junction and Kapashera being the border
Ol
Commercial
rga
of Gurgaon and Delhi the junction
Gu
Public Semi Public
ds
attracts a lot of traffic from all sides
ar
Green areas
Tow
especially heavy and light commercial
vehicles . Map showing Landuse around the junction

10.2 Existing Scenario 10.4 Proposal
KAPASHERA cHOWK
KAPASHERA cHOWK
Table showing Road Characteristics The junction needs to be decongested by earmarking space for ongoing activities
i
elh
m
24 Samalkha
sD
Road ROW Footpath Median Carriage Effective
ard
Towards (both way Carriage
1. BUS STOP - The Bus stops present right at the junction need to be pushed atleast 50 m away to
N
sides) way
Tow
aja
Najafgarh
fga
stop halting of traffic
rh
Najafgarh 24m 2.5m 1m 18m 8m
Ro
Road
ad Old Delhi 28m 2.5m 1m 22m 10m 2. INFORMAL VENDING - A Radius of 50 m around the junction needs to be restriction of vending
Kapashera
Gurgaon zone as vending around the junction reduces turning radius for heavy vehicles and causes congestion at
Road
the junction
Legend Rao 14m 2.5m 9m 8m
From Delhi towards -
Matadin
Gurgaon Marg 3. INTERMEDIATE PUBLIC TRANSPORT - IPT pick up/drop off needs to be shifted along with
Towards Najafgarh Bus stops i.e. Minimum 50m away from the junction
KAPASHERA
From Gurgaon
towards Delhi
aon Road
4. ON STREET PARKING - The on street parking in front of the police station needs to be shifted
Towards Gurgaon away from the junction
s G rgaon
Roads
u
ur g
iG
Footpath To
m
wa
elh
14
rd
sG
dD
ard
Median ur
Tow
Ol
ga
28 on
m
lhi
Map showing Traffic flow around the junction
De
rds
a
Towards
Tow
Najafgarh
10.3 Site Analysis
Issues
1
50 M
N
aja
lhi
fga
Towards
De
rh
Najafgarh Samalkha
Ro
rds
ad
a
Tow
Kapashera
2 On street parking
Samalkha
Kapashera
ad
Ro
1 2
aon
To
wa
urg
rd
sG
iG
ur
on
elh
ga
rga
on
dD
Gu
Legend To
Ol
wa
ds
On street parking rd
sG
ar
Tow
ur
on
Existing vending area ga
on
rga
Heavy pedestrian movement around the junction
Existing Bus Stops
Gu
ds
Map showing Issues at junction
ar
Tow
The junction is bounded by commercial activities on all sides. Different activities happening right at the junction create
bottlenecks for entering as well as exiting the junction like vendors, PT and IPT pick up/ drop off,on-street parking Map Showing Proposal at the junction
(outside the police station).
The effective/ resulting Junction geometry impedes turning of large vehicles causing the entire traffic flow to halt.
Also there is heavy pedestrian movement at the junction and it is difficult to cross the junction due to non-functional
traffic light and absence of designated pedestrian crossing

List of References
1. GNCTD, “Transport Demand Forecast Study”, 2011
2. Delhi Development Authority, “Master Plan Delhi - 2021”, Reprint 2017
3. Harry Raymond Joseph, Gaurav Raina and Krishna Jagannathan,“Cost estimates for road congestion in Delhi: projections
and recommendations”, 2015, Communication Systems and Networks (COMSNETS), 7th International Conference
4. UTTIPEC, “Pedestrian Design Guidelines”, 2009
Palla Chowk
fnYyh uxj dyk vk;ksx

Tel: 24619593, 24618607, 24690821, 24636191, Fax: 24648970
Email: duac@gov.in, duac74@gmail.com Website: www.duac.org
126 CITY LEVEL Project

Decongesting Traffic

Uploaded by

Copyright:

Available Formats

Decongesting Traffic

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Decongesting Traffic

Uploaded by

Copyright:

Available Formats

CITY LEVEL PROJECTS

Decongestion of Traffic Junctions

Delhi Urban Art Commission

to “advise the Government of India in the matter of preserving, developing

project of building operations or engineering operations or any development

of the surroundings or any public amenity provided therein”.

Delhi Urban Art Commission

Prof. Dr. P.S.N. Rao Chairman

Sonali Bhagwati Member (Upto 5 October 2017)

Vinod Kumar Secretary

Duac Officers Organisations / Others

5 S- Block Junction, Mangolpuri 74

8 CITY LEVEL Project Decongestion of Junctions 9

NH-1 (GT Road)

NH-10 (Rohtak Road)

Short Term Long Term

Map showing Location of Junctions to be studied

10 CITY LEVEL Project Decongestion of Junctions 11

The Junction is heavily congested almost throughout the day.

Source: [Online], Available from: http://www.indiaprofile.com/

12 CITY LEVEL Project Decongestion of Junctions 13

Time Line year: 2000

Traffic signal locations

Map showing existing scenario at Pusa roundabout

Time Line year: 2010

14 CITY LEVEL Project Decongestion of Junctions 15

Therefore, sample origin-destination surveys were

Origin Patel Pusa Shankar Dr. K.S. Access

Patel Road to Pusa Road

Dr. KS Krishnan Marg to

Map showing traffic volumes at Pusa roundabout

16 CITY LEVEL Project Decongestion of Junctions 17

Lack of adequate thought given to the changes has also

The junction, due to the sprawl is managed via 8 signals

Image showing a major conflict point at the roundabout

Existing Carriage way

Line tracing pedestrian path

18 CITY LEVEL Project Decongestion of Junctions 19

Two additional sections need to be blocked to

The benefits to be gained through these minor

Currently 8 signals are required at the roundabout

4 Pedestrian crossing would also be greatly facilitated

Line tracing pedestrian path

B blocked to reduce the number of

Map showing traffic related issues at Pusa roundabout

20 CITY LEVEL Project Decongestion of Junctions 21

22 CITY LEVEL Project Decongestion of Junctions 23

Map showing the proposed redesign to a

24 CITY LEVEL Project Decongestion of Junctions 25

The proposal has been designed keeping in mind

At present there are three small pockets of green

• Seamless movement of traffic

Central island used as a pedestrian plaza

Map showing the proposed redesigned

26 CITY LEVEL Project Decongestion of Junctions 27

A-A’ Proposed Plaza Section

28 CITY LEVEL Project Decongestion of Junctions 29

View 3: Aerial view showing the Signal free loop

30 CITY LEVEL Project Decongestion of Junctions 31

Nangloi Depot Junction