The Operations Research Group (ORG)'s 1994 report shows that nearly 28 per cent of households in the capital have a monthly income of less than Rs 2,000, whereas a minimum income of Rs 3,200 is necessary to use the public transport system at minimum rates. The Central Road Research Institute (CRRI)'s 1990 report, states cycles comprise up to 34 per cent of total traffic. Not only does it reduce costs, cycling also negates noise pollution or toxic emissions, so the need to make cycling popular becomes indisputable.

``Firstly, we must understand that the segregation of vehicles is important for increasing the number of bicycles and reducing air pollution,'' says Geetam Tiwari, Project Coordinator, TRIPP, ``In the absence of segregated bicycle lanes, bicyclists use the curb-side lanes, which could be effectively used by the buses.'' The World Bank Report, 1991 states that in Delhi a 3.5 metre lane which at present carries 1,800 cars per hour actually has a carrying capacity of 5,400 bicycles per hour. To move the same number of bicycles, three times the road area would be required by the cars. ``Since we cannot expand the existing roads, we can simply make variations and segregate the vehicles accordingly,'' she adds.

With increasing noise, air and visual pollution, a genuine need to shift towards a healthier environment is a must. Most of the arterial (main) roads in Delhi are 6.5 metres wide so there's enough existing space to accommodate a bicycle lane. Additionally, it's important to understand that bicyclists are vulnerable in fast-moving traffic. ``The main objective of the plan is to provide equal opportunities to the cyclists. Since many people still commute by bicycles, this plan should be welcome,'' opines Rohit Baluja, President, Institute of Road and Traffic Education. ``Cycle tracks on most of the Delhi roads seem to be missing or are encroached upon, so it's necessary to adopt traffic calming methods which means that after segregating vehicles, the traffic moves at a smoother pace,'' he adds.

Initially, the team of TRIPP planners and engineers wish to concentrate on fewer areas rather than bringing the entire Delhi into focus. ``Vikas Marg and Wazirabad are areas where heavy activity of traffic is continuous. On the same lane, you find pedestrians and rickshaw-wallahs, along with over-loaded buses and trucks, jostling to find their way,'' says S. M. Sarin, Director, Central Road Research Institute. The routes planned according to this report guarantee a coherent network and minimise the number of encounters between cyclists and motorists to ensure safety.

``We'll develop the bicycle plan in four phases. In the first phase we will develop areas which have heavy bicycle traffic and share the road space with other traffic,'' explains Tiwari. The second phase would concentrate on the development of major arterial roads -- which carry fast traffic -- as on these roads the bicyclists face a higher risk of being involved in road accidents. The third phase will concentrate on development of roads which have the requisite right of way (where both cyclists and pedestrians can move) and the fourth phase will encourage bicycle routes along parks and green belts. The Master Plan also aims at redesigning the round-abouts in such a way that the right of way is given to the cyclists and pedestrians who find it difficult to cross these junctions.

``Everything depends on the government and the need of the hour is speedy implementation of the proposal before it's too late. We've been waiting for their response for over a year now,'' laments Tiwari. But it is not so simplistic, insists Kanwaljit Deol, Additional Commissioner of Police (Traffic), ``We can't rush into every proposal that arises. We need time to complete the projects we have already undertaken (like the zero tolerance zone) before taking on new ones.''

However if you're tired of risking an asthma attack every time you snake your way down the road and long to breeze through segregated routes, this may be the ideal path to explore.