D.A.C. Maunder

A Comparison of Cycle Use in Delhi, Jaipur and Hyderabad

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TRAFFIC FLOWS

Peak cycle flow, expressed as a percentage of total vehicle flow, occurs between 08.30-09.00 at two sites and between 07.30-08.00 at one site in Hyderabad. At both sites in Jaipur the peak percentage occurs between 08.30-09.00. The survey sites at these two cities were located within the central area. Generally, the peak percentage occurs later than at most of the sites in Delhi which were located outside of the central area. In Delhi at one site the peak percentage occurred at 06.30-07.00 at another between 07.00-07.30, at three sites between 07.30-08.00 and at the sixth site between 09.30-10.00.

The largest flow of cycles (actual number) passing the survey site during a 30 minute period was found in all cities to occur between 09.30-10.00. At Jaipur the largest number was 1459, in Hyderabad 2010 and at the Jamuna Bridge site in Delhi 7667. At only one site, the Jamuna Bridge, does the 'actual' peak flow coincide with the peak 'percentage' flow, both occurring between 09.30-10.00. At all other sites the peak 'actual' flow seems to occur later than the peak 'percentage' flow. Cycle trips are probably of long duration and consequently may be started earlier than trips by other modes. Table 2 shows the percentage distribution of modes in the total vehicle flow during the entire 4 hour survey period at all sites in the three cities monitored. The sites are not strictly comparable because the sites in Jaipur and Hyderabad were located within the centre of the city whereas those in Delhi were located on the outer fringes of the city. The cycle mode accounts for between approximately 58 and 78 per cent of traffic in Jaipur, Hyderabad and at three sites in Delhi, the latter three being intermediate points between low income resettlement areas and the centre of Delhi. However, at one site in Delhi the percentage is as low as 30 per cent; this site is near to middle and high income residential areas and therefore cycle useage is considerably lower.

Although the cycle is the predominant mode as reagards the traffic flow, as regards the total number of person movements other modes such as public transport service buses with their high occupancy and capacity predominate. For example at the Afzal Ganj Bridge in Hyderabad between 09.30 and 10.00, the peak actual flow of cycles was 2200 whereas 42 buses passed the survey site carrying approximately 100 passengers per bus. Therefore 2500 trips are made by cycle (assuming some passengers) and 4200 by bus. Similarly in Delhi at the Jamuna Bridge site between 09.30 and 10.00 7667 cycles passed the survey site compared to 112 buses. Assuming a conservative estimate of 120 passengers per bus in Delhi during this time period, a total of 13400 passenger trips are made by bus compared to 8000 by cycle. Thus, modal flow dominance does not necessarily entail trip dominance by the mode.

Cycle rickshaw flows are prominent in Hyderabad and Jaipur but at only one site in Delhi (Azadpur) where they are primarily used for the carriage of fruit and vegetables from a nearby market. The operational area of cycle rickshaws in Delhi, is restricted, and hence the minimal percentages recorded. In Jaipur, Hyderabad and parts of the commercial centre in Old Delhi the rickshaw is the major public transport mode for short intra city trip making. Motor cycles and scooters are the second largest percentage mode after cycles at all sites except Afzal Gang Bridge Hyderabad and at Dhaula Kuan in Delhi. In terms of total flow percentage a greater number of motor cycles/scooters were recorded than cycles at the Dhaula Kuan site. In Delhi at the Dhaula Kuan, ITO Bridge and Raja Garden sites motor cycles account for between 24 to 31 per cent of traffic flow compared to 10 to 16 per cent in Jaipur and Hyderabad. But at Chirag Delhi motor cycles account for less than 9 percent of total traffic.

Autorickshaws account for between 3 and 11 percent of traffic at all sites. The proportion at the Chikadpalli Road site in Hyderabad is similar to that at the at the Jamuna Bridge, Azadpur and Raja Garden sites in Delhi at approximately 10 per cent. Cars and taxis account for less than 6 per cent at all sites except Dhaula Kuan in Delhi where they amount to 20 per cent. The comparative affluence of the communities in the south and south west of Delhi is apparent from the observation that 51 per cent of the traffic flow at Dhaula Kuan comprises motor cars, motor cycles and scooters.

The traffic composition at the sites in the three cities are not too dissimilar; Jaipur and Hyderabad have a higher proportion of cycle rickshaw than Delhi whereas personal motorised transport modes are more significant in Delhi. Cars, motor cycles and scooters are probably more evident in the capital because of the comparative affluence compared to Jaipur and Hyderabad. In Delhi there is an-extensive middle income group largely employed in central government or head offices of commercial organisation who possess motor cycles and scooters. There are also extensive motor car fleets owned by central government departments and commercial organisation which tend to inflate the motor car component of traffic flows in comparison to Jaipur and Hyderabad.