RAPID TRANSIT SYSTEM FOR

Dr. N.S. Srinivasan, Ishwar Chandra, Y. Suryanarayana, B.L. Suri & Anand Prakash

Awarded the President of India Prize of the Institution of Engineers (India) in the year 1974

Published in the Journal of the Institution of Engineers (India) Volume 54, CI 3, January 1974

RAPID TRANSIT SYSTEM FOR DELHI

Dr. N.S. Srinivasan, Ishwar Chandra, Y. Suryanarayana, B.L. Suri & Anand Prakash

Awarded the President of India Prize of the Institution of Engineers (India) in the year 1974

Published in the Journal of the Institution of Engineers (India)

Volume 54, CI 3, January 1974

Author : Prof. Dr. N.S. Srinivasan B.E., Civil, B.E., Highways Dr.-Ing. (Germany), F.I.E. (India) F.I.T.E. (U.S.A.)

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Rapid Transit System For Delhi i

SYNOPSIS

This paper reports the results of a study conducted on a rapid transit system for Delhi. From field studies, the nature and characteristics of intra-city and inter-city passenger trips were determined. Multiple regression analysis was carried out to establish the relationships between trip production and attraction and factors influencing travel, and using these relationships, the total ‘person trips’ in Delhi in 1981 were determined. These trips were then distributed to determine the future travel patterns. Taking into account the future travel patterns, land use and socio-economic factors, a suitable rapid transit system has been worked out. The proposed rapid transit system consists of a circular railway with inter-connecting radial corridors. The assignment of trips showed that this system will cater for a demand of 2 million passenger trips out of the total demand of 2.76 million passenger trips by mass transportation in the year 1981. The remaining 0.76 million passenger trips will have to be met by the ‘bus system’. In the study, rapid transit and buses have been taken as complementary and supplementary to each other. The implementation of such a system would enable a long range solution to the ever increasing transportation problems of Delhi.

Rapid Transit System For Delhi ii

CONTENTS

SI.No Title Page No.

1 Existing problems in Delhi……………………………………….………………………………………..…….…………..…… 1 2 Object and scope of the study.…………………….……………..…….……….……….…………….……….…………… 5 3 Intra-city travel survey by house-hold interview…....…...... 6 4 Travel characteristics……………………………………………………………………………………………….….…………….. 7 5 Trip analysis ……………………………………….….…….……………….……………………………..……………………………… 9 6 Rapid transit system for Delhi………………….….….…….…………………………….…………………….……………. 13 7 Conclusion ……………………………………….….…….………………………….………….……………………………….……..…. 17 8 Acknowledgements…………………………………..……….….…….……………….……………………………………………. 17 9 Discussion……………………………………………….…………….….…….……………….…………….……………………………… 18

Rapid Transit System For Delhi 1

1. EXISTING PROBLEMS IN DELHI

Population Growth The real growth of Delhi started after 1911, when it was declared as the capital of British India. The dawn of independence in 1947 brought a new glory to the city, when the city assumed the role of the National Capital and thus became a nucleus of national and international activities. Besides government activities, commerce and industrial activities also began to expand considerably. Such an expansion of political and economic activities coupled with the influx of refugees and migrants has resulted in enormous increase in population (Table-1). During the past three decades, the population of the city increased by more than 400 per cent, while the total urban population in the country increased by 136 per cent and the national population by 60 per cent during the same period. At the present rate of growth, the population of Delhi is likely to be about 5.7 million in 1981 and about 9.7 million in 2000 A.D.

TABLE-1. GROWTH OF POPULATION IN DELHI

Year Population Percentage Growth in a decade 1901 208,573 - 1911 232,837 11.63 1921 304,420 30.70 1931 447,442 46.98 1941 695,686 55.48 1951 1,437,134 106.58 1961 2,359,408 64.17 1971 3,629,000 53.80 Source: District Census Handbook, Delhi

Expansion of the City At the time of its foundation, the total population was confined to the walled city with a limited area of 13 km2 only. According to the decennial census of 1961, the boundaries of the city expanded to 327 km2. According to master plan, the urban area is expected to extend from the Coronation Pillar in the north to in the south, and from Hindon River in the east to Nangloi in the west, measuring 24 km north-south and an equal distance east-west enveloping an area of about 435 km2.

Increase in Road Traffic Problems Heavy Volume of traffic Corresponding to the increase in population and urbanized area, there has been a phenomenal growth in motor vehicles, particularly during the last two decades. The number

2 Dr.N. S. Srinivasan, et.al.

of motor vehicles has increased by more than 18 times during the last 20 years. In addition to 2,15,703 motor vehicles in the year 1969, there were 6 lakh cycles and 16,539 other slow moving vehicles. The mounting trend in motor and other vehicles coupled with their increased usage has resulted in greater traffic on roads. In some cases, the traffic is even beyond the carrying capacity of the roads, and is creating traffic congestion and unsafe road conditions.

Increase in Travel Time Although considerable efforts are being made by the local authorities to improve the roads, as a result of enormous growth in traffic there has been a gradual decrease in the efficiency of traffic operation on many roads. Travel time study conducted by CRRI on a few important roads in the years 1963 and 1969 have shown that the increase in travel time is as high as 58 per cent. A few important roads such as Netaji Subhash Marg (Daryaganj stretch) and Rani Jhansi Road recorded about 20 per cent increase in travel time.

Alarming increase in Road Accidents The increasing traffic on roads, its mixed composition, inadequate facilities and improper behaviour of road users have led to an increasing trend in road accidents. In 1958, the total number of accidents was 2,833 with 126 fatalities, and this rose to 7,912 with 530 fatalities in 1970.

Mass Transportation Problem Increase in demand In Delhi, mass transportation demand is met mainly by the bus system operated by the Delhi Transport Undertaking (DTU). Due to the rapid urbanization taking place, improvements in socio-economic conditions, increasing distances between home and work-places and various other factors, the demand for the mass transport service has been rising. In the year 1969, DTU operated 188 routes covering 5,264 km as against 67 routes operated over 1,182 km in 1961-62. The growth of fleet and the number of passengers carried during 1961-1970 are indicated in Table-2.

Rapid Transit System For Delhi 3

TABLE-2. GROWTH OF FLEET AND BUS PASSENGERS IN DELHI DURING 1961-70

Year Average Buses on Average Passengers Average passengers per Road per Day Travelling per Day Bus per Day 1961-62 552 5,05,038 915 1962-63 619 5,94,177 960 1963-64 639 5,50,558 862 1964-65 649 5,26,566 811 1965-66 676 5,25,527 777 1966-67 752 6,06,700 807 1967-68 848 7,22,400 852 1968-69 933 8,32,522 892 1969-70 919 7,95,535 866 Source: Delhi Transport Undertaking

As will be seen above, in 1969-70, with about 920 buses on the road, DTU carried daily about 8 lakh passengers out of a total population of about 3.5 million. As against 558.40 average number of passengers per bus per day in the year 1950-51, the demand rose to 866 in 1969-70 thus placing an enormous pressure on the fleet.

Peak Hour Demand The demand for buses is maximum during morning and evening peak periods of travel when most of the people have to travel to and from work places. A study conducted by CRRI on delay to passengers of DTU has shown that the demand for mass transportation is very high in areas of office concentration during peak hours. The number of passengers who boarded at particular bus stand in such an area was 639 between 5.00 pm and 6.00 pm, while there were only 296 and 315 persons in the preceding and succeeding hours respectively. During the same period, the number of persons waiting for the bus rose to 385. The services provided during the peak periods are grossly inadequate and long waiting queues of passengers are common manifestations of the problem. In many cases, the vehicles are fully packed to crush-load point. Recent studies conducted by CRRI revealed that in a bus with a capacity of 54 as many as 110 passengers travelled from the starting point. At intermediate stops, the passengers are stranded and have to struggle hard to get into the bus.

4 Dr.N. S. Srinivasan, et.al. Other Inadequacies The problem is further aggravated by many inadequacies in the existing bus system. In recent years, breakdowns have considerably increased. In March 1970, there were 6,658 breakdowns causing an average number of 7.6 breakdowns per vehicle and 14.1 breakdowns per 10,000 km. In the same month, out of a total of 6.24 million km scheduled, 1.43 million km (or, 22 per cent) were missed by the undertaking. Such a service results in loss of revenue and also causes inconvenience to the travelling public.

Modal Split Due to inadequacies in the existing road-based mass transportation system, the people of Delhi are forced to depend on other modes of transport, no matter whether such modes are convenient / economical or not. In 1969, the modal split (that is, percentage of total trips) for mass transportation was as low as 41 per cent in Delhi as against 85 per cent in Bombay. Considering the urban transportation problem with an overall concept and long perspective, the modal distribution of trips in Delhi is not healthy and if the prevailing trend is allowed to continue, the transportation problem of Delhi will get beyond the means of community to effect a suitable solution.

Need for Rapid Transit for Delhi The DTU authorities are making efforts to improve the existing services and also to augment the fleet, but the problem faced by them has been both challenging and difficult. Main dependence for mass transport on the bus system has been one of the principal causes. As compared with other metropolitan cities like Bombay, Calcutta and Madras, the railway system in Delhi is not presently contributing much to solve the problem, Table-3.

TABLE-3. PASSENGER TRIPS BY DIFFERENT MASS TRANSPORTATION SYSTEMS IN INDIAN CITIES DURING 1966-67 Percentage of passengers carried by City Railway/ Tram Bus Bombay 55 45 Calcutta 61 ( includes 35.5 by tram) 39 Madras 23 77 Delhi 4 96

Rapid Transit System For Delhi 5

With a view to suggesting measures for optimizing the existing bus system, several studies such as boarding and alighting study, study on delay to passengers, and speed and delay study were conducted by CRRI, as a part of the comprehensive traffic and transportation planning studies for Delhi. The investigations have shown that on certain corridors such as Subhash Marg the flow of DTU passengers was as high as 25019 during evening rush hours of 5.00 pm. to 8.00 pm. Travel time studies have shown that during the last six years the travel time has increased by 20 per cent on these roads. Optimization of the existing services would enable DTU to serve the existing demand to a certain extent, but the road- based system even with additional fleet cannot meet the heavily increasing demand in the future, which is estimated to increase fourfold within a decade.

Experience in some cities of the developed countries has shown that when the population of a city exceeds 1.0 million, the transportation problem can be solved effectively only by introducing a rapid transit system ably supported by a road-based mass transportation system. However, in Delhi, DTU is required to function as both basic and feeder systems and, obviously it would be immensely difficult for DTU to meet the increasing transportation demand through bus system alone efficiently.

2. OBJECT AND SCOPE OF THE STUDY

The present study on rapid transit for Delhi is a part of the comprehensive traffic and transportation studies for Delhi, and has the following objectives:

(i) To assess the travel demand in Delhi for the design year 1981, on the basis of existing travel pattern, and existing and anticipated land use and travel characteristics; (ii) To assess the future pattern of mass transportation trips; and (iii) To determine the suitable transit corridors for future.

6 Dr.N. S. Srinivasan, et.al. 3. INTRA-CITY TRAVEL SURVEY BY HOUSE-HOLD INTERVIEW

The area of Delhi as proposed in the Delhi Master Plan was chosen as the study area for the Intra-city travel survey which pertains to trips with both origin and destination within the study area. On the basis of land use, population and other factors, the study area was divided into 57 zones (Figure-1). Out of 6.02 lakh households in the study area, 12,100 households were chosen and their residents were interviewed in the year 1969 to collect such data as origin, destination, purpose, mode of transport, time of trip, fare paid, waiting time and walking distance to the bus stop of all the trips performed on the previous working day, activity status, income, size of the family, age, sex and number of vehicles owned by the family. Expansion factors were computed for each travel zone. The data collected from the survey were coded, transferred to punch cards and systematically analysed with the help of electronic computer. To check the accuracy of the survey data, the survey trips were assigned on the network, and the assigned values at the screen point locations were compared with the data collected from the ground count at these locations.

FIGURE-1. ORIGIN AND DESTINATION TRAFFIC ZONES

Rapid Transit System For Delhi 7 4. TRAVEL CHARACTERISTICS

Analysis of travel data revealed that 23.3 lakh intra-urban trips were made by all modes of transport and walk in 1969. The number of intra-urban trips made by the residents by vehicular modes was 15.3 lakhs per day. The average number of trips made by a household per day was 2.44.

Mode of Travel Analysis of trips according to mode of transport by the residents of the study area showed that 40.8 per cent of the total trips were performed by mass transportation and 28 per cent by cycles. Table-4 shows the distribution of trips according to the mode of transport.

TABLE-4. INTRA-CITY TRIPS ACCORDING TO MODE OF TRANSPORT Mode of Travel Percentage of Total Trips Mass transport 40.80 Fast vehicles 23.77 Institutional and other vehicles 5.23 Cycles 28.01 Other Slow vehicles 2.19

Total 100.00

Purpose of Travel Distribution of trips according to purpose showed that 52.55 per cent of the trips were for the purpose of work, 16.15 per cent for education, 14.64 per cent for social and recreation and 3.56 per cent for shopping.

Mode of Travel and Purpose of Trip Distribution of trips according to the mode of transport and the purpose of the trips (Table-5) showed that cycles were mainly used for work trips and 75 per cent of the total cycle trips were made to go to work and return. Of the total trips made by private cars 34 per cent was for social and recreation purposes, while the trips for work accounted for 30 per cent of the total. Use of institutional vehicles was mostly for the purpose of education and nearly 75 per cent of the total trips by this mode were for education, while 14 per cent was for going to work. Fifty per cent of the trips by mass transportation was for the purpose of work, 21 per cent for education and 13 per cent for social and recreation. Thirty-two per cent of the trips by slow moving vehicles was for work and 20 per cent for education.

8 Dr.N. S. Srinivasan, et.al.

TABLE-5. INTRA-CITY TRIPS ACCORDING TO MODE OF TRANSPORT AND PURPOSE OF TRIP

Purpose of trip Mode of Work Business Shopping Education Social & Health Others Total Transport Recreation Fast vehicles* 39.60 12.67 5.82 6.86 28.65 1.69 4.71 100.00 Institutional 15.23 3.19 0.40 74.57 2.08 0.06 4.47 100.00 conveyance Mass transport 50.20 3.65 2.07 20.41 13.35 1.19 9.13 100.00 Bicycle 75.28 4.40 3.99 6.85 6.87 0.62 1.99 100.00 Other Slow 32.31 11.70 7.45 26.75 14.24 1.89 5.66 100.00 moving vehicles * Excluding institutional conveyance and buses

Rapid Transit System For Delhi 9 5. TRIP ANALYSIS Traffic projection

The data on intra-city travel collected from the household survey, the data on inter-city travel by private transport collected from the outer cordon survey and the data from the commuter survey along with the data on population, number of vehicles, employment and land use were analysed. For the purpose of analysis, the intra-city trips were grouped into (a) home-based work trips, that is, work trips with either origin or destination at home; (b) home-based other trips, that is, trips made for purposes other than work with one trip-end at home; and (c) non-home based trips, that is, trips with neither origin nor destination at home. Inter-city passenger trips were classified into work and non-work trips.

From the study, trip production and trip attraction for each zone were calculated according to each purpose group in the case of passengers. Multiple regression analysis was carried out and the relationships between trip production/ attraction and the factors influencing them for each of the above trip categories were established. The findings are given below:

Intra-city Passenger trips Home based Work Trips (a) Trip production T=4353.3 + 0.10629 + 2.2131 , where = population in the zone, and = number of vehicles in the zone. 푥1 푥2 푥1 (b) Trip attraction T=1123.6 + 0.64075 + 31.92573 + 22.17725 , where = 푥2 employment in the zone, = commercial acreage of the zone, and = 푥1 푥2 푥3 푥1 acreage of government, public and semipublic areas. 푥2 푥3

Home based Other Trips (a) Trip production T=11452.6 + 0.01208 + 2.46438 – 677.776 , where = population in the zone, = vehicles in the zone, and = distance of the zone 푥1 푥2 푥3 푥1 from zone 6 (). 푥2 푥3 (b) Trip attraction T=3536.7863 + 0.28390 , where = employment in a zone.

1 1 Non Home based Trips 푥 푥 (a) Trip production T=188.8 + 0.08348 + 11.65334 + 8.2779 , where = employment in the zone, = commercial acreage of the zone, and = 푥1 푥2 푥3 푥1 acreage of government, public and semi-public areas. 푥2 푥3 (b) Trip attraction T=629.3 + 95.5568 + 9.7251 , where = commercial acreage in the zone, and = acreage of government, public and semi-public 푥1 푥2 푥1 areas. 푥2

10 Dr.N. S. Srinivasan, et.al. Intra-city Passenger trips Work Trips (a) Trip production T=5279.6 + 0.043057 , where = workers in the zone. (b) Trip attraction T=1674.0 + 0.06072 , where = employment of the zone. 푥1 푥1 Non-work Trips 푥1 푥1 (a) Trip production T= - 25.35 + 0.04018 , where = population of the zone. (b) Trip attraction T= - 185.4 + 0.04112 + 22.2039 , where = population of 푥1 푥1 the zone and, = commercial acreage of the zone. 푥1 푥2 푥1 To check the accuracy of the푥 trip2 generation models, the coefficient of multiple correlations, the root mean square error and the ratio for the models were calculated.

Future Trips

On the basis of the basic determinants such as population, land use, employment potential and available working force for the design year 1981, the trip production and trip attraction of each zone for each purpose were determined with the help of the regression equations established. Future estimates showed that there would be 43.10 lakh inter-zonal person trips per day by the residents of the area, out of which 46 per cent would be performed for the purpose of home-based work trips (Table-6).

TABLE-6. PERCENTAGE DISTRIBUTION OF TRIPS ACCORDING TO PURPOSE OF TRAVEL IN DELHI IN 1981 Purpose of Trips Percentage of Trips

Home-based work 46.04 Home-based other 44.61 Non-home-based 9.35 Total 100.00

Trip Distribution

Having estimated the trip production and trip attraction for each zone for the year of survey, the trip inter-changes between different zones were estimated by means of a ‘gravity model’. The survey trips on intra-city travel were utilized for calibrating the ‘gravity

Rapid Transit System For Delhi 11

model’, and the travel patterns were thus established according to the trip distribution model; which in mathematical terms could be expressed as below:

= 푃푖퐴푗퐹푖푗퐾푖푗 푇푖푗 푛 푗 푖푗 푖푗 �푗=1 퐴 퐹 퐾 where are the trips produced by zone and attracted to zone , the trips produced by

zone ,푇 푖푗 the trips attracted to zone ,푖 is the empirically derived푗 푃푖 travel time factor, which푖 expresses퐴푗 the average area-wise푗 effect퐹푖푗 of spatial separation on trip interchanges between zones, and the zone to zone adjustment factor allowing for incorporation of

the effect on travel patterns퐾푖푗 of defined social and economic conditions.

The trip data obtained from the gravity model distribution was assigned on the network. The assigned values of trips at the screen point locations were compared with the ground count data at the locations, and this indicated a fairly accurate description of the gravity model. The future trip distribution was done using the future trip production, attraction and travel time factors.

Modal Split

To achieve the goal of efficient transportation planning, a modal balance was worked out from a critical analysis of the past trends, present travel characteristics, improvement in socio-economic conditions changing travel habits and other factors, and it has amounted to 54 per cent by mass transport for the design year 1981. On the basis of this modal split, the mass transportation demand of the residents would increase to about 23.3 lakh passenger trips per day in the study area in 1981.

Intra-city trips performed by inter-city passengers were also estimated for the design year and systematically distributed among various modes of transportation. The intra-city mass transportation trips performed by inter-city passengers were then added to the interzonal trips by mass transportation in the study area, and thus it has been found that the total intra-urban mass transportation demand in the design year 1981 would be 27.6 lakh person trips per day.

12 Dr.N. S. Srinivasan, et.al. Travel pattern

Figure-2 shows the desire line map of interzonal movements of the future trips by mass transportation in 1981. The future trip movement patterns show that Karolbagh (zone 14), Motibagh (zone 34), (zone 41) and Gandhinagar – Shahdara area (zone 54) will produce heavy volume of mass transportation trips.

FIGURE-2. DESIRE LINES OF FUTURE INTRA-CITY TOTAL PASSENGER TRIPS BY MASS TRANSPORTATION IN DELHI (1981)

Rapid Transit System For Delhi 13 6. RAPID TRANSIT SYSTEM FOR DELHI Approach The study of land use in Delhi has shown that the pattern of future growth in the city is a sprawling type of development and most of the urban sprawl is along the ring, while the major activity centres are still concentrated in the central core. Consequently, the movement of traffic particularly for work, is towards the hub from the colonies situated on the rim. To provide an efficient transportation service, radial connections to the rim are essential. Hence, it is desirable to have a circular transport system with inter-connecting radial corridors as an integrated passenger carrying basic system supported by feeder services. Such a system will be useful in connecting the high density residential colonies in different parts of the urban area with the central business districts and major work centres.

Moreover it would provide an inter-communication link between residential areas, which do not have at present good mass transport connections. The proposed system, besides being useful in solving the city’s mass transportation problem, would provide an opportunity to make the best utilization of the existing facilities and of the available railway network including the ring railway, otherwise known as the Delhi goods avoiding line.

The integrated system has been worked out on the principle of coordination rather than competition between various modes/ systems. In other words, rapid transit and buses have not been considered in isolation but the two have been taken as complimentary and supplementary to each other. Thus, with the rapid transit and suburban railway as the basic system and the road based bus system as the feeder service, the future mass transportation plan has been worked out with a pragmatic approach. The bus system would also serve the areas of demand which will not be served by the basic system. Keeping in view these factors six alternative route proposals for the rapid transit system have been worked out. Comparative Study The next step in the analysis was to compare the six alternative routes and select the most suitable route pattern with particular emphasis on the optimum utilitarian aspect. For this purpose, the inter-zonal travel time by road-based bus system, the travel time on rapid transit routes and the travel time between study zones and stations were systematically determined. On the basis of comparative travel time factors, number of interchanges in the travel mode and travel characteristics, a computer programme was evolved for distributing the future intra-city mass transportation trips between the road-based system and the railway system. From such analysis, the future intra-city mass transportation trips were distributed and assigned on the network. Thus, the traffic load on each link of the basic mass transportation system was determined. This procedure was followed for all the alternative proposals, and the traffic load on each link of the alternatives was found out.

14 Dr.N. S. Srinivasan, et.al.

From the traffic assignment values, the load factor in terms of number of passenger kilometers per route kilometer was calculated for each proposal, and the relative suitability of the alternative proposals was compared. From the analysis so done, the most suitable proposal was selected. Proposed Transit System The proposed rapid transit system consists of a circular railway with an inter-connecting radial corridors (Figure-3). The north-south route will connect important areas in the north such as the University, Timarpur, Old Secretariat and interstate bus terminal; and the areas such as Green Park, Malviyanagar, Kalkaji and Industrial Estate, running through Sadar Bazar, Rani Jhansi Road, Connaught Place, Central Secretariat, Vinay Nagar, Ramakrishnapuram office and residential complex and the Indian institute of Technology. The east-west route inter-connects colonies in the west and east of the city passing through Central Secretariat and office complex. A feeder line is proposed to connect the north-western area of Delhi and the urban ring railway. The total route length of the proposed rapid transit north-south and east-west corridors is 49.06 km and the length of the feeder line 2.24km.

FIGURE-3. PROPOSED RAPID TRANSIT AND RAILWAY SYSTEM FOR DELHI

Rapid Transit System For Delhi 15 Traffic Potentiality

The assignment of trips (Figure-4 and Figure-5) shows that the proposed rapid transit system combined with a ring railway system and suburban radial railway connections will cater for a demand of 20 lakh passenger trips out of the total demand of 27.6 lakh passenger trips by mass transportation in the year 1981. The balance 7.6 lakh passenger trips will have to be met by the bus system. The road-based mass transportation system will also have to serve as a feeder service for 12.77 lakh passenger trips of the basic railway system; and thus the bus system will have to serve a total demand of 20.37 lakh passenger trips per day. Analysis of assigned trips has shown that the proposed north-south and east- west corridors of the rapid transit system will carry an average load of 10.24 million passenger km per day, and the total basic system would provide facilities for 29.4 million passenger km per day. The ring railway system and the radial suburban railway connections will thus account for 19.16 million passenger km per day. Integrated with the proposed criss-cross rapid transit system, the ring system will be utilized to a large extent. With radial

FIGURE-4. ASSIGNMENT OF TRIPS BY PROPOSED RAPID TRANSIT

16 Dr.N. S. Srinivasan, et.al.

FIGURE-5. ASSIGNMENT OF FUTURE TRIPS ON EXISTING RAILWAY SYSTEM

connections provided by the rapid transit routes to the major employment centres and with an efficient co-ordination of the basic and feeder systems, the proposed system will connect the densely populated colonies with the major work, shopping and other activity centres, besides interlinking the residential zones.

For efficient functioning of the proposed mass transportation system, change points at Okhla, Safdarjung, Central Secretariat, Minto Bridge, Patel Nagar and Hardinge Bridge have been considered desirable. Hence, necessary terminal facilities have to be provided at these places.

Phasing

For phasing the programme of providing rapid transit keeping in view the traffic demand and other factors, it is suggested that the first phase should consist of the stretch between Tilak Nagar and Delhi Gate in the west-east route and the stretch between

Rapid Transit System For Delhi 17

Ramakrishnapuram and New Courts in the south-north route, accounting for a total length of 31.76 km. In the first phase, the ring and the suburban radial railway connections have also to be developed to meet the estimated traffic demand. The second phase should include the remaining stretches from Delhi Gate to Shahadara in the east, New Courts to University in the north and Ramakrishnapuram to Okhla railway station in the south and also the feeder line in north-. Considering the likely developments in Azadpur and Shahadara areas, it is suggested that the northern line can be extended at a later stage up to Azadpur, and the eastern line up to the Shahadara- railway line.

7. CONCLUSION

The present comprehensive traffic and transportation planning studies for Delhi have shown that the mass transportation demand in Delhi would increase four-fold in 1981. As a result of the increasing size of the city, the travel distances will also increase. The resulting demand cannot be adequately met by the already over strained bus system alone. Hence, a rapid transit system would be required to serve as the basic system of mass transportation with buses for feeder service. On the basis of a critical study of the future demand and the alternative proposals for the rapid transit system, the most suitable rapid transit corridors have been suggested. The exact alignment, location of stations and type of rapid transit system should be decided on the basis of detailed techno-feasibility studies. The implementation of such a system, it is hoped, will improve the transportation facilities in Delhi considerably.

8. ACKNOWLEDGEMENTS

The authors are grateful to Dr. Bh. Subbaraju, Director, Central Road Research Institute, for the encouragement he gave to the project studies and also for giving permission to publish this paper. The authors are thankful to the Delhi Administration and the Planning Commission for their assistance in the project. The authors are also thankful to the Town and Country Planning Organization and the Delhi Development Authority for providing the necessary land use details and to the Computer Centre at Ramakrishnapuram and the Computer Centre of the Planning Commission for the provision of computer facilities. The authors also thank Sarvashri A.C. Sarna, J.D. Gupta, P.S. Shetty, Ravi Prakash, Kumari D.V. Hingorani and other staff members of the Traffic and Transport Division of the Institute for the help extended by them.

18 Dr.N. S. Srinivasan, et.al. 9. DISCUSSION

S.R. Agrawal (Member)

The authors are to be congratulated for presenting an excellent thought-provoking paper based on extensive traffic survey and computer analysis of the data obtained. However, the discusser would like to have certain clarifications on the points made in the paper.

The rapid transit system for Delhi has been proposed for the traffic requirements likely to occur during the year 1981. It has been suggested that the rail link in the first phase may consist of a stretch between Tilak Nagar and Delhi Gate in the east-west route and a stretch from Ramakrishnapuram and New Courts in the north-south route, covering a total length of 31.76 km. Planning, project report preparation and construction of the system proposed is likely to take a decade; and therefore, the system is not to be based on the traffic requirements of 1981 alone, but for the traffic requirements likely to occur in 2000 AD or so.

The system proposed for Delhi appears to be based on traffic survey alone, and the economic aspect does not appear to have been duly considered. Unlike roads, metropolitan rail transport systems are very costly. The cost of the project per km length for the Calcutta Metropolitan Railway may work out to be of the order of Rs. 5 to 6 crores. This aspect has to be considered while suggesting a suitable layout.

There may be other ways of diverting the traffic in future from the central portion of the city to the outskirts by having a satellite city near about Delhi or by some other modifications in the master plan.

Certain relations based on regression analysis have been presented in the paper for predicting the future trends of traffic. This regression analysis will be valid only for projecting the transport requirements of the future if the present trends of traffic continue. The regression relations have been developed on the basis of data obtained from Delhi alone. It is probable that the pattern of traffic may change in the future. The traffic patterns of bigger cities like Bombay or Calcutta may be different from that of Delhi at present. Therefore, the type of traffic projected on the basis of these relations may not be available. It appears necessary to verify whether the relations developed in the paper hold good for bigger metropolitan cities like Calcutta, Bombay and Madras.

It would be valuable if the authors could indicate the size of the sample available for analysis and the coefficient of correlation obtained in the regression analysis.

According to the statistics presented in the paper, the number of passengers carried per bus per day has increased from 558 to 866 during the period 1950-51 to 1969-70. This works out to about 55 per cent increase in the number of passengers carried per bus per day. This increase in the number of passengers carried per bus appears to be a bit strange in view of

Rapid Transit System For Delhi 19 the following facts brought out in the paper which tend to decrease the number of passengers carried by a bus per day:

(a) The travel time on some of the important roads in the city has increased by as much as 58 per cent in just 6 years during the period 1963-1969. On other important roads also, the travel time has increased by about 20 per cent during the same period. The travel time during the period 1950-51 to 1969-70 must have increased considerably; (b) The number of breakdowns of buses has increased; and (c) The city has expanded and therefore, the distance to be travelled by a person must increase.

Perhaps part of increase could be explained by the overcrowding of buses and the increase in their carrying capacity.

A. K. Gupta (Non-member)

The discusser congratulates the author for their study and thanks them for making the data for the study available to the profession. As regards the rapid transit system for Delhi, I like to know whether the authors, have considered the feasibility of a freeway system for Delhi? Since the freeway has emerged as a facility for moving very large volumes of traffic at very high speeds safely and efficiently, this must be considered as a competing alternative. This will involve enormous funds as mentioned by the Chairman. But this can be annulled by the fact that the right-of way at ground is extremely costly and we have no scope for improving most of the roads. The ‘modal split’ as explained by the authors does not show a favourable trend towards mass transportation and it appears that private car ownership will continue to enjoy the favour of many. Also, the discusser would like to know whether the authors think that an exclusive lane for buses would be a good proposal to cater for the mass transportation needs of through traffic acting as a rapid transit system. The freeway system essentially gives raise to the ‘corridor-concept’ of transportation, and hence various other transportation facilities like parking, terminal facilities, etc. can be integrated into the system. Incidentally, the studies carried out by me for Bangkok and Jakarta showed very favourable results for a freeway system; and in the case of Bangkok, the pattern was almost the same as suggested by the authors, namely, a circular or ring-freeway with radial connections with the existing roads acting as feeder and/or frontage roads.

Dr. N. M. Janakiram (Non-member)

There should be decentralization of industry and plans must be implemented to check movement of rural population, since these problems are similar in all the State capitals also.

20 Dr.N. S. Srinivasan, et.al.

Has any contact coordination been established by us with other international metropolis like Moscow, Berlin, London, etc. in the reported study?

Prof. S. C. Sexena (Member)

How was the sample size arrived at for the home-interview survey?

In the analysis of the six alternative proposals for arriving at the relative suitability of each, the economic aspects of the alternatives should have been considered?

D. K. Ghosh (Fellow)

Traffic psychology is an important aspect in cities like Delhi, and hence, this aspect should have some bearing in a traffic study. It is necessary that this aspect is properly correlated and taken into account in planning traffic systems for the present and future requirements. Disciplining of traffic should also be given due weightage.

Dr. N. S. Srinivasan, Ishwar Chandra, Y. Suryanarayana, B. L. Suri and Anand Prakash (Authors)

In reply to Shri Agrawal’s query on the design of the study, the authors would like to state that the land use plan for Delhi which has been prepared according to the master plan of Delhi is available only for 1981 and hence the traffic projections were made for this year only. However, the statistical relationships worked out can be utilized for 2000 AD, in case the required parameters for that year are available. Regarding his suggestion of development of satellite towns near Delhi, authors pointed out that the master plan, which served as the basis for the study on rapid transit system, has already taken into consideration the development of satellite towns while framing the land use plan. A critical study of the present and future land use plan and future traffic volumes and patterns, as well as the limitations in the road network and road-based bus transport has shown that the rapid transit system is the most suitable and desired solution to meet the estimated travel demand, and will help to achieve a balanced development of individual and mass transport.

As regards the clarification sought on regression equations, the authors would like to state that these equations have been worked out taking into consideration the existing travel characteristics and other related factors, and will hold good under normal conditions. As the travel pattern is a function of socio-economic and other factors of an urban area, which vary from city to city, these equations are applicable only to Delhi. The coefficients of correlation and root-mean-square errors obtained in the regressional analysis are given in Table 7.

Rapid Transit System For Delhi 21

TABLE-7. COEFFICIENTS OF MULTIPLE CORRELATION AND ROOT MEAN SQUARE ERRORS OF THE TRIP GENERATION MODELS Purpose Multiple Correlation Root-Mean-Square Coefficient error Intra-city passenger trips 1. Home based work (a) Production 0.68 8650 (b) Attraction 0.87 6030 2. Home based others (a) Production 0.89 3226 (b) Attraction 0.63 5941 3. Non-home based (a) Production 0.68 6152 (b) Attraction 0.81 4920 Inter-city passenger trips 1. Work trips (a) Production 0.36 1812 (b) Attraction 0.53 1535 2. Non-work trips (a) Production 0.56 1039 (b) Attraction 0.69 2688

As regards the sample size, the authors have stated that 12,100 households were interviewed out of the total 6.02 lakhs households thus resulting in a sample size of 2 per cent. As regards the number of passengers carried per bus per day, there has been in the recent years a decreasing trend (Table 8). The average number of passengers per bus per day in Delhi is quite high due to the fact that the fleet size is not adequate to meet the travel demand, resulting in overcrowding.

The authors thank Shri Gupta for his views on free-way system. Such a system is not contemplated for Delhi in the immediate future, due to financial restraints. As regards the bus lane, the main hurdle in its introduction is the heavy volume of cycle traffic and the presence of other slow vehicles. Traffic regulations are being introduced to control the movement of slow vehicles and a network of cycle tracks is being provided. With the implementation of these measures, it will be possible to introduce bus lanes in Delhi.

The modal split was worked out on the basis of a critical analysis of past trends, existing travel characteristics and socio-economic conditions. The travel by cycles and other slow moving vehicles accounted for respectively 28 per cent and 2 per cent of the total trips performed. The analysis of the data on reasons given by the residents for using cycles and

22 Dr.N. S. Srinivasan, et.al. other slow moving vehicles showed that 42 per cent of them could not afford to use other modes, and this has to be given importance in deciding the future distribution of trips among various modes of transport. Taking this factor into account the modal split has been worked out with a view to divert a sizeable portion of cycle traffic to mass transportation and to check the increasing trend of fast moving vehicles.

TABLE-8. GROWTH OF FLEET AND BUS PASSENGERS CARRIED IN DELHI DURING THE YEARS 1962-1970

Year Average number of Average number of Average number of buses on road per day passengers travelled passengers per bus per day per day 1962-63 619 594,177 960 1963-64 639 550,508 862 1964-65 649 526,566 811 1965-66 676 525,527 777 1966-67 752 606,700 807 1967-68 848 722,400 852 1968-69 933 832,522 892 1969-70 919 795,535 866

In reply to Dr. Janakiram’s comments the authors would like to point out that the proposed system has been worked out on the basis of the master plan for Delhi, which has given importance to the decentralization of activities. The authors stated that while working out the system for Delhi, the experience gained in many cities of the developed and developing countries has been kept in mind.

The authors thank Shri Ghosh for his views on traffic psychology.

As regards the clarification sought by Prof. Saxena on sampling size, the authors would like to state that two-stage sampling was adopted in the study. In the first stage, 50 per cent of the blocks were selected in each zone on random sampling basis, and in the second stage, 4 per cent of the households of the selected blocks were selected by random sampling and interviewed. As the proposals for rapid transit corridors involve huge public investment, it is of paramount importance that they should be well conceived and based on scientific approach rather than on empirical judgement. On the basis of the relative service aspects, load factors and traffic potentiality of several alternative route proposals, the most suitable rapid transit corridors were selected in this study. The details of the comparative study on two proposals are given below.

Rapid Transit System For Delhi 23

Details of Two Proposals

Both these proposals consist of two route corridors, east-west and north-south. In proposal 1 (Figure 6), the north-south line provides direct connection from northern area of civil lines, inter-state bus terminus and Kashmere gate to the South Delhi area of Vinay Nagar, Motibagh, employment-cum residential complex of Ramakrishnapuram and Indian Institute of Technology via Subzimandi, Sadar Bazar, Rani Jhansi Road, Panchkuin Road, Connaught Place and Central Secretariat. The east-west route passes through the western colonies of Tilak Nagar, Rajauri Garden, Industrial-cum-residential area of Kirti nagar, Patel Nagar, Rajendra Nagar, Shankar Road, Central Secretariat and Indraprashta Estate/ Marg and employment centres and runs up to Delhi gate in the first phase, with the interchange point at Central Secretariat. The total route length of these two lines is 31.7 km.

FIGURE-6. RAPID TRANSIT AND RAILWAY SYSTEM FOR DELHI

24 Dr.N. S. Srinivasan, et.al.

In proposal 2 there are also two lines (Figure 7). The north-south line connects the northern area of inter-state bus terminus and Kashmere Gate to the southern colonies of , Green Park and Indian Institute of Technology via Subhash Marg (Daryaganj), Jawaharlal Nehru Marg, Connaught Place, Central Secretariat, Lodi Estate area and Safdarjung Hospital. The east-west line starts from Rajauri garden and runs through Kirti Nagar, Patel Nagar, and Connaught Place, where it meets the north-south line. From Delhi Gate a line branches to Shahadra side up to Radhey Shyam Park. The interchange point in this proposal has been taken at Connaught Place. The route length of two lines is 33.3 Km.

FIGURE-7. RAPID TRANSIT AND RAILWAY SYSTEM FOR DELHI

Assignment of Trips

For the purpose of a scientific comparison, the traffic load and assignment figures have to be determined. For this, a computer programme was developed to distribute the mass transportation trips between basic railway system and road-based bus system and from such an analysis the inter-zonal distribution of trips by rapid transit system and feeder and

Rapid Transit System For Delhi 25 supplementary bus system was worked out for both the proposals. From zone-to-zone movement of trips utilizing the basic system, the assignment of trips on the basic system was carried out with the help of a computer programme. This analysis showed that the basic system in proposal 1 would cater for 2.06 million mass transportation trips per day in 1981 with 0.78 million trips by feeder bus services, while the basic system in proposal 2 would cater for 1.86 million trips per day with 0.92 million trips by feeder bus system. The comparative traffic figures of the services are given in Table 9. In proposal 1, the rapid system would cater for 64,942 passengers per route km per day, whereas proposal 2 would cater for 55,953 passengers per route km per day.

TABLE-9. SERVICE UTILITY OF THE TWO RAPID TRANSIT PROPOSALS FOR DELHI

Proposal Route No. of Trips to be Catered per day in the Passengers Length of Design Year 1981 by rapid Radial transit per Basic Bus System Corridors route km System only, km Feeder Supplementary service service Proposal 1 31.7 2,058,664 778,588 698,140 64,942 Proposal 2 33.3 1,863,247 921,081 893,557 55,953

Travel Performance and Traffic Potentiality of the Proposals

From the inter-zonal distribution of trips and zone-to-zone travel distances by the bus system and rapid transit routes, the total travel involved by the proposed rapid transit and road-based bus system acting as complementary and supplementary service was determined (Table 10) in terms of passenger kilometres for both these proposals.

TABLE-10. TOTAL TRAVEL INVOLVED UNDER DIFFERENT PROPOSALS

Rapid Total Passenger Kilometers Total for Average Length of Trip, km Transit bus By rapid Feeder By bus Trip by Feeder Trip by bus Proposal system system system rapid Supple- All bus supple- transit men- trips mentary tary 1 2 3 4 5 6 7 8 9 Proposal 1 27,005,983 2,055,475 5,509,215 7,564,690 13.11 2.64 7.89 5.12 Proposal 2 26,325,722 2,746,449 7,800,321 10,546,769 14.12 2.98 8.72 5.81

26 Dr.N. S. Srinivasan, et.al.

It is clear from Table 10 that in proposal 1, to serve 2.06 million trips, the total travel would be 27,005,983 passenger km by rapid transit and 7,564,690 passenger km by bus services. In proposal 2, 1.86 million passengers have to perform a travel of 10,546,769 passenger km of bus services.

Comparative Cost of Travel

Comparison of cost of travel for total mass transportation trips under different proposals is one of the methods to judge the efficiency and service superiority of the proposal. For this purpose the trips both by rapid transit service and bus system were classified according to the length of travel. Taking the existing fare structure of the bus system operated by Delhi Transport Corporation for the trips by bus services and the railway rates of Bombay suburban service on monthly seasonal ticket basis for trips by rapid transit system, the cost of travel in both the proposals has been estimated and given in Table 11 and 12 respectively.

In proposal 1, the mass transportation passengers have to pay per day (Table 13) a total sum of Rs. 536,981 or Rs. 195,998,065 per annum at the current rate of fare structure while in proposal 2 cost of total travel by mass transportation would amount to Rs. 612,955 per day or Rs. 223,728,575 per annum. It is evident that in the case of proposal 2, the passengers have to pay Rs. 27,730, 510 per annum more for total estimated mass transportation demand of 2.76 million trips per day in 1981.

This difference would further increase with the upward revision of fare structures of the services in future years. Besides the difference in the capital cost for an excess route length of about 2 km in proposal 2, it would result in 176,130 passenger hours more in travel time per day for the travelling public. Thus this comparative anlaysis has revealed that the rapid transit system according to the transportation corridors discussed in proposal 1 is superior than that in proposal 2.

The authors suggest the following points for the consideration of the authorities concerned:

1) As a result of rapid urbanization, there has been a phenomenal increase in travel demand in the cities during the past few decades. If the long-term problem of transportation is to be solved efficiently, mass transportation should be given considerable importance. The existing road-based mass transportation systems in most cities are inadequate and inefficient, and efforts should be made on a scientific basis for their improvement. 2) The present approach of providing additional services wherever demand arises is not economical; instead, demand aspect of the problem should be tackled with a view to developing urban communities in which satisfactory transportation is possible.

Rapid Transit System For Delhi 27

3) No form of transport other than railways can efficiently meet the ever-increasing travel demand in the cities. Hence there is an urgent need to plan and develop a network of rapid transit railways in these cities. 4) For successful long range planning, transportation plans have been worked out by the Central Road Research Institute, for Bangalore and Delhi on the basis of comprehensive transportation studies. It is suggested that such studies should be conducted in all the cities in the country. 5) The planners should realize that transportation is not an end product, but a means to achieve an end product namely, a satisfactory environment for urban population.

TABLE-11. COST OF TRAVEL FOR TRIPS BY BUS SYSTEM

Distance Fare * Proposal 1 Proposal 2 (km) (Rs) Total trips Cost of Total trips Cost of travel, Rs. travel, Rs. Up to 1 0.10 0 0 0 0 1-2 0.10 88,816 8,881.60 30,057 3,005.70 2.0-2.5 0.10 301,408 30,140.80 342,764 34,276.40 2.5-3.0 0.15 301,409 45,211.35 342,764 51,414.60 3-4 0.15 235,730 35,359.50 230,761 34,614.15 4-5 0.20 54,922 10,984.40 152,766 30,553.20 5-6 0.20 49,682 9,936.40 64,588 12,917.60 6-7 0.25 73,553 18,388.25 101,028 25,257.00 7-8 0.25 73,509 18,377.25 95,195 23,798.75 8-9 0.30 67,403 20,220.90 90,630 27,189.00 9-10 0.30 50,285 15,085.50 64,593 19,377.90 10-11 0.30 26,887 8,066.10 53,427 16,028.10 11-12 0.30 37,733 11,319.90 73,152 21,945.60 12-13 0.35 30,075 10,526.25 34,549 12,092.15 13-14 0.35 13,162 4,606.70 18,817 6,585.95 14-15 0.35 24,406 8,542.10 23,062 8,071.70 15-16 0.35 11,598 4,059.30 18,309 6,408.15 16-17 0.40 10,705 4,282.00 21,076 8,430.40 17-18 0.40 5,661 2,264.40 18,881 7,552.40 18-19 0.40 4,678 1,871.20 8,589 3,435.60 19-20 0.40 3,764 1,505.60 4,523 1,809.00 20-21 0.45 2,288 1,029.60 8,198 3,689.10 21-22 0.45 2,327 1,047.15 7,898 3,554.10 22-23 0.45 392 176.40 4,905 2,207.25 23-24 0.45 3,042 1,368.90 0 0 24-25 0.50 2,955 1,477.50 2,870 1,435.00 25-26 0.50 0 0 888 444.00 26-27 0.50 0 0 0 0 27-28 0.50 368 184.00 368 184.00 1,476,758 274,913.00 1,814,658 366,277.00 * Existing fare of Delhi Transport Corporation.

28 Dr.N. S. Srinivasan, et.al.

TABLE-12. COST OF TRAVEL FOR TRIPS BY RAPID TRANSIT SYSTEM

Distance Fare * Proposal 1 Proposal 2 (km) (Rs) Trips Cost of travel, Trips Cost of Rs. travel, Rs. Up to 2 0.05 29,942 1,497.10 31,921 1,596.05 2-3 0.05 17,403 870.15 30,060 1,503.00 3-4 0.06 53,356 3,201.36 28,841 1,703.46 4-5 0.07 71,613 5,012.91 62,706 4,389.42 5-6 0.07 65,339 4,573.73 72,113 5,047.91 6-7 0.09 95,209 8,568.81 68,823 6,194.07 7-8 0.09 96,056 8,645.04 97,037 8,733.33 8-9 0.10 109,472 10,947.20 80,115 8,011.50 9-10 0.11 121,137 13,325.07 43,746 8,112.06 10-11 0.11 119,524 13,147.64 108,604 11,946.44 11-12 0.12 119,835 14,380.20 70,803 8,496.36 12-13 0.13 131,088 17,041.44 75,299 9,788.87 13-14 0.13 139,260 18,103.80 111,811 14,535.43 14-15 0.14 130,539 18,275.46 109,666 14,353.24 15-16 0.14 80,570 11,279.80 92,853 12,999.42 16-17 0.15 103,032 15,454.80 109,311 16,396.65 17-18 0.16 142,428 22,788.48 118,520 18,963.20 18-19 0.16 75,724 12,115.84 65,822 10,531.52 19-20 0.17 82,152 13,965.84 73,634 12,517.78 20-21 0.17 78,076 13,272.92 64,336 10,937.12 21-22 0.17 59,694 10,147.98 99,226 16,868.42 22-23 0.18 48,372 8,706.96 53,656 9,658.08 23-24 0.18 25,922 4,665.96 32,693 5,884.74 24-25 0.19 52,384 9,952.96 26,126 4,963.94 25-26 0.20 7,632 1,526.40 51,226 10,245.20 26-27 0.20 1,171 234.20 20,219 4,043.80 27-28 0.21 595 124.95 5,372 1,128.12 28-29 0.21 299 62.79 16,811 3,530.31 29-30 0.21 660 138.60 1,836 385.56 30-31 0.22 180 39.60 8,097 1,781.34 31-32 0.22 0 0 0 0 32-33 0.22 0 0 1,964 432.08 2,058,664 2,620,067.99 1,863,247 246,678.42 * Single journey fare calculated on the basis of monthly season ticket for Bombay suburban railway service, assuming 50 journeys in a month.

Rapid Transit System For Delhi 29

TABLE-13. COST OF TRAVEL TO USERS UNDER DIFFERENT PROPOSALS IN 1981, RS

System Proposal 1 Proposal 2 Rapid transit services 262,068 246,678 Bus service 274,913 366,272 (including feeder service) Total cost per day 536,981 612,955 Total cost per year 195,998,065 223,728,575 Travel time (passenger hours) Rapid transit service 900,199 877,524 Bus service 504,313, 703,118 (including feeder service) Total travel time per day 1,404,512 1,580,642 Total travel time per year 512,646,880 676,934,330

30 Dr.N. S. Srinivasan, et.al. CURRICULUM VITAE OF PROF DR N S SRINIVASAN

PREAMBLE “Dr N.S. Srinivasan is a highly respected and well known personality in roads, road research, road transport and road safety circles. His versatility, popularity and thirst for gaining more and more knowledge have earned him a coveted place in road, road transport and allied fields. He exudes an aura of confidence and his mastery over his subject is self-evident” (Bulletin of the Indian Institute of Road Transport, January 1972).

EDUCATION “Dr Srinivasan has had a bright academic career. He holds Bachelor of Engineering degrees in Civil Engineering and Highway Engineering from Madras University and obtained Ph.D. from Technische Hochschule, Braunschweig” ( Civic Affairs, Kanpur, November 1980 ).

CENTRAL ROAD RESEARCH INSTITUTE (CRRI) “Dr Srinivasan commenced service as Assistant Professor in M B M Engineering College, Jodhpur. He was the Head of Traffic and Transportation Division of the Central Road Research Institute, New Delhi for 13 years. In this capacity, he conducted painstaking and studious research on many traffic and transportation problems” (Indian Road Transport Development Association Newsletter, November 1976). “He motivates, inspires and invigorates the younger generation as well as his peers with his pioneering and awe-inspiring contributions in the field of traffic and transportation” (Citation of the International Institute of Success Awareness, 1999). “His contribution for improving the traffic and transport systems in Delhi earned for him the name as the man who brought order to Delhi’s roads” (Hindu, June 6, 1977). His valuable contribution on planning of Rapid Transit System for Delhi earned him the President of India’s Prize of the Institution of Engineers (India) in the year 1974. “Dr Srinivasan has prepared comprehensive transportation plans for Delhi, Bangalore and a few other cities, network planning for different regions and traffic management plans for a large number of towns and cities” (Motor India, February 2001).

NATIONAL TRANSPORTATION PLANNING AND RESEARCH CENTRE (NATPAC) “ For over 12 years he was the Executive Director of National Transportation Planning and Research Centre, Trivandrum, which was established and built up by him” (Mylapore Times, April 8, 2000). “Dr Srinivasan has made NATPAC a pioneering organisation in the field of traffic engineering, management and control” (Hindu, August 29, 1981). His contributions pertaining to planning and implementation of traffic and transportation arrangement during IX Asian Games in Delhi earned him the name as “Flyover Maker” (National Herald, August 29, 1981) and “Father of Park and Ride System” (Statesman,

Rapid Transit System For Delhi 31

December 19, 1982), besides a Medal and a Commendation Certificate in appreciation of the valuable contributions made. Dr Srinivasan has prepared twenty year futuristic transportation plan for India.

ANNA UNIVERSITY Dr Srinivasan served Anna University as a Visiting Professor in Transportation Engineering during the period 1990 – 1992.

TRANSPORT ADVISORY FORUM “After retirement Dr Srinivasan started the Transport Advisory Forum in 1992 and continues to guide traffic studies on voluntary basis. He is an example of people being helpful to society after retirement” (Hindu, June 7, 1997). “His interest lies in bringing the public and authorities together. Dr Srinivasan believes in involving the public opinion in every project implemented, and then goes about researching and planning the programme as he has done with the mini flyovers in Chennai” (Mylapore Times, August 8, 2000). Some of the reviews appreciating his contributions are: 1. “One man crusade to improve traffic conditions in the country” (Citation of the Western India Automobile Association, March 1980) 2. “Roving organiser” (National Herald, August 29, 1981) 3. “A Pioneer in Traffic Planning” (Indian Express, August 23,1992) 4. “Epitome on Road Safety in India” (Citation of All India Achiever’s Conference, 1999) 5. ”Road safety, his passion”(Hindu, June 9, 1997) 6. “Father of Traffic Engineering in India” (Citation of the International Publishing House, October 1999) 7. “A living legend in traffic and transportation” (Silver Jubilee Souvenir of NATPAC, December,2001) 8. “Even at 72, his passion for road planning continues” (Indian Express, January 7, 2005) 9. ”N S Srinivasan does not fit the description of the superman. Yet what he did, was amazing” (Indian Express, August 15, 2009) 10. ”He has a vision for the city’s development” (Hindu, Trivandrum, February 22, 2004) 11. Trivandrum Road Development Project, which was evolved and planned by him and implemented under his guidance has received international recognition

PUBLICATIONS AND AWARDS “His publications are of pioneering nature” (I.I.R.T. Bulletin, January 1972). “His extensive research and planning on various aspects of traffic and transportation faced in developing countries garnered him many awards/prizes and recognitions besides raving reviews” (Citation of International Institute of Success Awareness). Some of the awards are:

32 Dr.N. S. Srinivasan, et.al.

1. President of India’s Prize of the Institution of Engineers(India) – Twice 2. Nadirshah Award of the Institute of Road Transport – Twice 3. Award of Automobile Associations of India – Thrice 4. Indian Roads Congress Medal 5. Institute Road Traffic Education National Award, 1999 6. Life Time Achievement Award of Indian Roads and Transport Development Association, 2005 7. Award of the Government of Kerala – Twice,2004 and 2012 8. Distinguished Alumnus Award of the College of Engineering, Guindy, March 2016

INTERNATIONAL SERVICE “Dr Srinivasan has worked with the United Nations and World Bank on several assignments. One of the major tasks carried out was the preparation of Master Plan for Highway Network for Yemen Arab Republic” (Motor India, March 2004). He prepared the basic document for the United Nations ESCAP project on “Transport and Communications decade 1985 – 1994 for ESCAP countries”

SUMMING UP “His professional experience as a Civil and Highway Engineer with proficiency in Transportation and Traffic - Design, Planning and Execution, besides his intensive research and teaching in this specialised discipline, speaks volumes about his authority, passion and concern with which he has been carrying out assignments at district, regional, State and National levels besides UN assignments he was entrusted with” (Citation of the International Publishing House, 1999). “Any wonder then, he is fondly called the Father of Traffic Engineering in India” (Citation of All India Achiever’s Conference, May 2000).