is one of the emerging environmental hazards in the city. Though the
Supreme Court has by its order to use CNG by public transport
vehicles, ensured that the citizens are favoured with clean air to
breathe, yet the situation regarding traffic is getting out of hand
and will in the long term only aggravate the air pollution. There are
39 lakhs vehicles whose break up is as follows :--
number of vehicles in Delhi : -
· Cars private
order to make parking spaces available to the large number of
vehicles in the city the following urgent actions are needed so that
the parking problem can be controlled. These include (a) physical
infrastructure of parkings; (b) parking charges; (c) financing
of infrastructure; (d) planning controls; (e) cooperation of the
PHYSICAL INFRASTRUCTURE :
existing multi-level parkings with NDMC are a) Palika underground
parking in Cannaught Place b) Mayur Bhawan behind Super Bazar c) Baba
Kharak Singh Marg.
proposes to create modern multi level parking systems in the
following locations : (a) Behind Hindustan Times Building at Kasturba
Gandhi Marg; (b) Sarojini Nagar Market; (c) Behind LIC Building
near Connaught Place.
shall be given land by L&DO at the above locations on
predetermined rates of institutional land and not on commercial
basis, as it is not possible to make the parking systems financially
NDMC shall charge differential rates of parking fees for surface
parking and underground parking so as to encourage people to use
underground parkings created by the civic body.
The present tariff in NDMC is as
upto 12 hrs
upto 24 hrs
upto 12 hrs Rs.5/-
upto 24 hrs
The parking charges shows that the current charges are not
conducive to the use of underground/ multi level parkings. NDMC shall
change the charges to make underground/multi level parkings
attractive for users. NDMC shall also install parking meters for cars
using roadside parkings.
All the above actions shall be initiated immediately and shall be
progressed in a time bound manner and the Hon Court shall be kept
informed of the progress from time to time.
DDA is in the process of framing the new Master Plan 2021 for a
projected population of 230 lakhs in the year 2021. The present
parking policy and norms are being reviewed. It is also being
examined to explore better and intensive use of subterranean
space/multi-storeyed superstructures for parking. In addition
DDA shall also plan to set up second hand car market on the periphery
of the city and ban the use of existing spaces for second hand sales
of vehicles which leads to the capture of valuable parking and public
spaces by second hand vehicle dealers.
basic approach of the Master Plan is to conserve transport and to
curb the need of avoidable parking demand for which a multi pronged
approach has been envisaged mainly comprising of the following :-
1. Establishing a close
linkage and inter-relationship between place of residence, work
centers, social infrastructure/ facilities for which a cellular
hierarchical structure is proposed in MPD 2021.
2. Promoting mass
transport in terms of MRTS, Bus, Intercity Rail network etc.
3. Encourage mixed land
4. Optimum densities and
development controls for a compact and integrated city form.
5. Stipulating mandatory
parking Norms based on the assessment of parking demand for various
land uses. DDA approved norms for multi level parking which is
envisaged to be self – financing with a commercial component. Such
sites for multi – level parking are proposed to be developed at
selected / earmarked sites in District Centres / DTC terminals etc.
such schemes are to be prepared by respective land owning agencies.
guidelines for the master plan which have been widely circulated for
public debate are enclosed at Annexure.
detailed traffic survey of the following areas would be undertaken by
the traffic police in a time bound manner either by themselves or
through other departments. These places are : (a) Nehru Place, (b)
Lajpat Nagar, (c) Greater Kailash Part-I, (d) South Extension,
(e) PVR Saket, (f) Sarojini Nagar, (g) Bhikaji Cama
Place, (h) Delhi Hatt, (i) Darya Ganj, (j) Karol
Bagh, (k) Chandni Chowk, (l) Sadar Bazar, (m)
Kamla Nagar, (n) Connaught Place, (o) Vikas Marg, (p)
Krishna Nagar, (q) Ajmeri Gate, (p) ITPO area.
Police regulates parking by taking the following actions :-
· Foot patrolling
· Main traffic corridors
are maintained as “no parking” areas
· Boards are erected
indicating no parking areas
· Mobile patrolling by
· Deploying cranes to
tow away vehicles violating no parking areas
· Spot prosecution and
· Issuing traffic
notices against erring drivers
· Educating the public
by putting “obstructive parking” stickers
· Identifying parking
spaces for local bodies
· Advising shopkeepers
to allow parking for customers
Transport Department has been taking effective steps for improvement
of the public transport system in Delhi with a view to reduce
dependence on private vehicles including two wheelers and cars. An
Operating Plan was formulated in October 2002 with a view to
effectively address the transportation problems of Delhi. The plan
was formulated after a series of wide ranging consultations with the
stakeholders comprising of policy makers, major providers of
services, commuters, financial institutions, academicians and
of the measures taken for the improvement of the public transport
system in Delhi under the Operating Plan are highlighted below: -
The bus fleet size has been augmented.
At present, the Stage Carriage fleet has been augmented to 7000 on
Stage Carriage routes of which 2700 are operated by DTC. Another 2100
CNG buses on the chartered services and 4200 mini buses supplement
this. Efforts have been made to improve the efficiency of the bus
system by plying on a Unified Time Table (herein after referred to a
UTT) and rationalization of routes. The State Transport Authority is
working towards achieving UTT amongst the DTC and private buses.
A committee under the chairpersonship of the Chief Secretary was
constituted in the year 2002 to consider various alternatives for the
public transport in Delhi. The Committee studied the various
transport systems and submitted a report on Sustainable Transport
System in Delhi wherein, interalia, recommendation was made for the
implementation of two mass transportation systems, namely, High
Capacity Bus System (HCBS) and Electric Trolley Bus System (ETBS).
The High Capacity Bus System would be
a unique bus system of its kind for the city of Delhi. In this system
the buses move in a dedicated carriageway and is projected to reduce
congestion by 20 % to 30%. Further, introduction of low floor buses
on these corridors would ensure faster boarding and alighting.
While seven corridors, five for High
Capacity Bus System and two for Electric Trolley Bus System have been
identified; it has been decided to start work and complete one
corridor of High Capacity Bus System on priority basis, which is from
Dr Ambedkar Nagar to ISBT via Mool Chand . 5.5 kilometers of this
corridor are planned to be made operational in the first phase.
Depending on the success of the traffic management in the corridor,
the scheme will be extended and replicated in other corridors also.
Delhi Metro Rail Project has been
planned to cater to the demand of the public transport up to the year
2021 into a network comprising of 245 kilometers. At present Phase I
of this project is being implemented through the DMRC consisting of
the following three lines :-
Line 1 Shahadra
28kms 21 stations
Line 2 Vishwa
11 kms 10 stations
3 Barakhamba Road- Connaught-Dwarka
22.8kms 22 stations
kms 53 stations
this, 39 kilometers is under implementation and 21 kilometers is
expected to be completed by the year 2005. The line from Shahadra to
Tis Hazari comprising of 8.5 kilometers has already been commissioned
in December 2002 and is catering to 30,000 passengers per day.
Another line of 4 kilometers from Tis Hazari to Trinagar has also
been commissioned in October 2003. the completion cost of phase I has
been estimated to be Rs 10,570 crores. The expected ridership, in the
year 2005 is 21.82 lakhs passenger trips per day. The system is
capable of running trains at two-minute intervals. The unique feature
of the Delhi Metro once completed would be its integration with the
other modes of public transport, enabling the commuters to
conveniently interchange from one mode to the other. It is expected
to emerge as a safe, reliable and comfortable mass transport system.
Thus the effort of the government is
to augment the public transport system and to make it comfortable and
commuter friendly so that more and more private vehicle owners are
weaned away to make use of the public transport. This is more likely
to restrict the increase in the numbers of private vehicles on the
roads of Delhi than any other measure, and consequently, the need for
more and more parking spaces will also diminish.
CORPORATION OF DELHI :
MCD has many parking areas in its control and there are 70 parking
sites of which 34 are under litigation. In order to get rid of the
litigation, a transparent policy has been adopted to manage parking
sites. This is working well and will be expanded to cover all the
parking sites in its jurisdiction. As per this policy there are three
categories of contractors of A, B and C categories. Having an annual
turnover of Rs 2 crores, Rs 50 lakhs and Rs 25 lakhs respectively. In
addition, MCD will make modern parking systems in the following
locations : a) South Extension Markets I and II and residential
area, b) Karol Bagh Market, c) Greater Kailash M Block Market, d)
Vasant Lok Community Center. MCD will promote pedestrianisation of
markets in collaboration with the market associations. This is being
done successfully in Defence Colony Market and the project is under
implementation. MCD is promoting the new concept of Design, Build,
Finance, Operate and Transfer (DBFOT) to create new parking systems.
Since these systems require lot of finance, MCD will levy parking
charges as misuse charge on all vehicles, which use MCD roads for
parking. This is being considered by the Corporation and it would be
implemented from next financial year. This would enable MCD to
collect Rs 25 to 30 crores annually which would be used to finance
modern parking systems.
The issue of parking charges has
been discussed at length and it has been decided that parking charges
should be made flexible from area to area. This would enable higher
parking charges to be levied in particularly problematic areas and
reduce the congestion. This would mean that a new system of auction
of parking sites would have to be evolved which enables the manager
of the parking lot to charge higher fees wherever it is feasible. In
order to ensure that the parking contractor does not fleece that
vehicle owners a range of fees would be fixed. This policy would be
implemented from next financial year after discussion and finalizing
its details. Prima facie there is no objection to the charging of
differential parking charges in order to encourage people not to park
on the surface wherever underground and multi level facilities
are created and exist. This is being done in the project in South
Extension and it would be extended to other areas too.
FINANCING PARKING INFRASTRUCTURE
is an important area because creating parking spaces is not a
commercially viable activity and new methods have to be found to
finance the parking infrastructure. New financing techniques are
being explored in collaboration with financing institutions like
Infrastructure Development Finance Company. Bringing parking projects
to financial closure is complex and difficult because the projects
are of long gestation and the returns are slow and uncertain. Parking
charges are highly elastic and can change drastically. Transport
department would examine the levy of a congestion tax,
which would go to fund the proposals for creation of better public
transport infrastructure. The congestion tax could be area based and
could be levied on vehicles entering specific areas as is the
practice in many parts of the world. Financing of parking places is
the biggest challenge and needs innovative projects in collaboration
with financing companies and developers.
PLANNING AND DEVELOPMENT CONTROLS :
is primarily the area of DDA and the current planning norms leave
much to be desired. The optimum utilization of land for enhancing
parking spaces is not being done. For example the Delhi Transport
Transport Department have large areas of land
which are not being used. Planning norms should enable the innovative
use of land to finance parking infrastructure. For example commercial
use of land could finance parking infrastructure as is being done
effectively in Mumbai. But there is no clear policy in this regard
and the current policy of allowing only 30 % for commercial use is
too rigid and does not take account of site specific requirements.
Open areas could be used for creating underground parking facilities
without disturbing the green areas on the surface. Kerb side parking
could be better planned by reducing the kerb heights of the pavements
as is the practice all over the world, instead of constructing grills
along the pavements to prevent people from crossing and restricting
their movements. There is a huge second hand vehicle market
developing in Delhi which needs to be planned on the fringes of the
city. The DDA would have to address all these issues in its planning
policies in the next master plan.
PEOPLE’S CO-OPERATION :
People’s cooperation is essential
to instill a sense of discipline to obey traffic and parking
regulations. For example if people do not use parking meters and
deliberately violate the law, the installation of parking meters
would be a futile exercise. The creation of parking infrastructure
requires not only funds and technology but also cooperation of the
users i.e the vehicle owners. Indiscriminate parking in front of
their business and personal places in violation of parking norms can
defeat any effort. This is a difficult aspect but it can be achieved
by involving market associations, residents associations and interest
groups who are keen to make Delhi a good place to live in. New
concepts like car free day need to be promoted by such interest
groups. But for any policy to succeed it is important that all the
aspects of the problem are addressed in a coordinated manner and in a
fixed time frame.
The five aspects of parking as
stated above, if approached in a coordinated manner would go a long
way in creating an environment for organized parking spaces to be
created and the present parking chaos would be a thing of the past.
Not only is action required from the different government agencies,
citizen discipline needs to be invoked to make plans a success.
Awareness campaign about the problem of parking and area-based
solutions are key elements in this exercise.