Photo: Prakhar Pandey
Badly planned infrastructure, poor quality of roads, too much traffic and weak regulation has led to a very high number of road fatalities in the City, and almost 40 per cent of those killed have been pedestrians. Transport experts, planners and civil activists point out that the high speed of vehicles is the most important factor behind the high accident rate in Gurgaon. Roads in the City seem to have been designed basically for the fast movement of cars, whereas for urban centres a lower speed, which takes into account and caters to all road users, is the way to go. Now, as damage control, it will require a lot of effort, zeal and involvement of the Administration, along with civil society, to bring sanity to and on the City's roads. Take Sohna Road, which is undergoing redevelopment from Rajiv Chowk to Badshahpur. Embarq India has proposed the redevelopment and road safety improvement of Netaji Subhash Marg, which is a crucial stretch from HUDA City Centre to Subhash Chowk (on Sohna Road), and has crucial intersections like Bakhtawar Chowk, Unitech Cyber Hub and the ever-busy HUDA City Centre itself. Almost 8,000 vehicles, at an average speed of 70 kmph, pass through the stretch between HUDA City Centre and Subhash Chowk between 9.15 and 10.30 am, as per the study by Embarq. It was also observed that there were 65 to to 70 ‘collisions’ that took place in the entire day - though these did not result in any fatality. Sarika Bhatt of Embarq India says that it is crucial for this stretch of road to be retrofitted for safety, and the plan developed by them can be implemented on every road in the City, as a majority of these have little or no infrastructure for cyclists and pedestrians. In addition, the lack of public transport also motivates the people to depend more on cars and two wheelers. The number of fatalities suffered by two wheeler riders is the second highest, at 34 per cent (after the 37 per cent for pedestrians). Further, the large increase in the number of vehicles is a major contributor to air pollution, says Bhatt. The plan to redesign Netaji Subash Marg has been presented to the Police Commissioner as well as the MCG Commissioner, both of whom have shown keen interest in the project. Bhatt says that only 25 to 30 lakh rupees would be required, to add ‘special features’ to this road and make the changes that will help it become more safe and secure for pedestrians as well as auto users. The Embarq India study has identified some key problems. The most important issue, starting from the HUDA City Centre Z-Chowk, is that traffic from the north arm of the junction uses the left slip lane to cut across the intersecting road and enter the service road. This creates a side on crash risk with fast-moving straight traffic on the intersecting road. The recommendation is to eliminate this slip lane, or at least close it with temporary barricades. A large number of pedestrians daily take the risk of crossing the road at HUDA Metro station, despite it being wide and there being no pedestrian signals. The recommendation is that a Foot Over Bridge (FOB) be constructed from the Metro station to both sides of the Metro track. Another critical point on the Netaji Subash Marg is the dangerous U-turn near the HSBC tower, where vehicles turn at acute angles, increasing the risk of collisions - as vehicles from the lane further south also enter the service road and take turns at this point. The proposed solution is to close the mid-block U turn at this location, since there are U turns available north and south of this junction. Further, the presence of medians and refuge islands near Unitech Cyber Park creates problems, as only a left-in and left-out movement is possible. It is quite dangerous to cross the road, due to the wide intersection, and the dust collected on the road shows that very few vehicles go over this patch. Further, many employees working at Cyber Park have to cross the road at this point, to board their shared autos. It becomes very difficult during peak hours. The solution for the pedestrians’ woes, as suggested by Bhatt and her team, is to set up a speed table, speed humps and proper signage. Moving ahead on this road, the intersection at Bakhtawar Chowk is a critical area, and the experts say that many issues could be resolved if the traffic lights operate effectively, and the medians are extended, so that the size of the crossing is reduced to a safe distance. In addition to these critical points on the Netaji Subash Marg, the study by Embarq India has identified problems that are endemic to all roads in the City.
Some broad areas identified for resolution are:
Large curvature at junction islands
The Embarq study has also found out that despite wall junctions having been provided with slip lanes, and the islands given generous curvatures, very few vehicles are going from this area. The large curvature forces the stop lines to recede, thus making the junction too large - which is an invitation for potential crashes, and dangerous for pedestrians. The solution is to reduce the curvature, to maintain the structural identity of the curbs, and to provide pedestrian crossings and stop lines closer to the mouth of the junction.
High speed on slip lanes
The slip lanes on Netaji Subash Marg are long, and this allows the vehicles to take left turns at very high speeds, which is very dangerous for pedestrians and cyclists. The proposal is to set up speed humps just before the crossings, and provide raised pedestrian crossings in the middle of the slip lanes.
Poor pedestrian access to junction islands
It has been observed that access to most junction islands has been cut off, by shrubs or fences. These islands can act as ‘holding areas’, so that pedestrians can share the through phase with the traffic. However, poor island access means that people have to cross directly from one footpath to the other side, which is quite difficult. The recommendation is that there should be defined cuts in the islands, to aid pedestrians in crossing, and waiting and holding areas. There should also be a defined shape of the islands, which must be apparent to the motorists along the entire stretch.
Missing stretches of footpaths
At a number of stretches on this busy corridor there are no footpaths, and also the space designated for this purpose has been covered with debris, forcing the pedestrians on to the main carriageway. Bhatt says that there is need for a continuous footpath on both sides of the corridor, with a minimum clear walking width of 1.5 meters (excluding vendors, hawkers, and other encroachments - which also need to be removed). She points out that a footpath with breaks is avoided by pedestrians, and also leads to encroachments. The height of the footpath at most places is 250mm, which should be reduced to 200mm uniformly, as it will help the old and disabled to use it with ease.
Poor access for the disabled
At present there is no access for the disabled, and special provisions have not been created. There is need to build ramps at every crossing and break, across all the intersecting roads, and the slope should be at least 1:12.
Unmarked cycle tracks
The cycle tracks on the entire stretch are unmarked, and this makes it almost impossible for the large number of cyclists to use the road safely. It is suggested that this space must be clearly marked as a cycle lane, accompanied by appropriate signage. With the passage of time the cycling lane should be segregated by kerbs, and additional cycling infrastructure should be created - such as cycle stands and shaded pathways.
No pedestrian signals
Most junctions do not have pedestrian signals, despite there being significant pedestrian volume at all junctions. It is suggested that pedestrian phases can easily be added to the traffic signal cycle.
Sarika Bhatt of Embarq India says that if these suggestions are accepted and implemented by the government, they would help to drastically reduce the mishaps on this stretch, and also make it safer for the people to walk, cycle and drive on the road. The large number of shared auto users will also be spared the hassles of crossing the road when the speeding traffic challenges them, and the old and infirm will find it safer to traverse on this busy stretch. This plan could also be fairly applicable to all the roads in Gurgaon, as a majority of the sector roads in the City are 30 meters wide.
A number of people on this road, with whom Friday Gurgaon interacted, agreed that it was one of the toughest stretches to handle, and in fact wanted the Metro to be extended upto Subash Chowk. A fair number of offices have also shifted to Sohna Road. The commuters said that there is need for a Foot Over Bridge at the HUDA City Centre, and also some system for the autos operating on this stretch. Vikas, who works at a Sector 44 office, says that a skywalk from the Metro station would be ideal to cross the road, and if the authorities could then provide quality feeder buses it would be an ideal situation. At the Cyber Park, Dharmender crosses the road daily to reach his office from a PG in Sector 46. "I find it difficult to cross the road, and also there are no footpaths. I wish there was better traffic management and the road was better maintained. Pedestrians at Bakhtawar Chowk find it difficult to walk through the intersection, and suggested that traffic challans should be vigorously issued, and those violating red lights should be strictly handled. Road experts however say that the problem is more about design and planning rather than law and order, and if important suggestions are incorporated then the problems on Netaji Subash Marg can be resolved - and perhaps the success can be replicated across Gurgaon. The cost involved for the implementation of these ‘reforms’ is not much, and more than money what is required is a pro-citizen bent of mind - which is rare in general in any State, and has been pathetically missing in the administration of this City.
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