The explosion of vehicles in Hyderabad reflects deeper social issues
Published Date – 7 January 2025, 09:41 PM
By Dr Ram Shepherd Bheenaveni
Hyderabad, a city once celebrated for its historic charm and architectural elegance, now finds itself grappling with a modern crisis: an unprecedented surge in vehicular traffic. As of 2024, with over 80 lakh registered vehicles, the city epitomises the dramatic consequences of rapid urbanisation and unchecked growth. (see infographics)
Alarming Trend
Hyderabad’s vehicular explosion shows no signs of slowing down. According to the Transport Department, the city is projected to witness its vehicle population surge to an astounding 1.6 crore by 2033-34. The dominance of personal vehicles — 59 lakh two-wheelers and 1.43 lakh cars — has exacerbated congestion across the city.
The Kondapur RTA office alone processes an average of 500 new registrations daily, highlighting the relentless addition of vehicles to the city’s already overwhelmed infrastructure. What’s particularly striking is the rapid rise in four-wheelers, a trend accelerated by the pandemic as people sought personal mobility for safety. Over 20 lakh personal vehicles have been added to Hyderabad’s roads in just the last few years.
Statewide, Telangana boasts over 1.5 crore registered vehicles, with Greater Hyderabad accounting for a staggering 50% of this total. A decade ago, Hyderabad’s roads bore a mere 20 lakh vehicles. Fast forward ten years, and the city has added approximately 60 lakh vehicles — an average of 6 lakh new registrations annually. This vehicular deluge reflects a growing dependence on private transport and underscores the city’s lack of a robust public transportation network capable of meeting the needs of its mushrooming population.
Staff Shortage, No Planning
The rising vehicle population is undoubtedly a major contributor to traffic congestion, but insufficient staffing and ineffective traffic management are equally significant factors exacerbating the problem. Hyderabad’s Traffic and Transportation Department faces a substantial shortage of staff and logistics, yet it continues to manage the city’s growing congestion through ad-hoc decisions rather than evidence-based scientific planning.
One example of this is the introduction of ‘signal-free’ intersections, which require vehicles to travel an additional one to two km. These measures, though well-intentioned, have not alleviated congestion. Even with traffic police stationed at these junctions, the city’s traffic continues to be plagued by bottlenecks and inefficiencies.
A glaring example is the Tarnaka flyover, which was originally built to ensure smooth traffic flow between Secunderabad and Uppal. However, the underpass beneath the flyover has inexplicably been closed by the traffic department. As a result, vehicles are now forced to take cumbersome U-turns at NIN (toward Secunderabad) and IICT (toward Uppal). During peak hours, heavy vehicles like buses and trucks attempting these U-turns occupy the entire road space, creating massive bottlenecks. Ironically, this has led to worse congestion than the earlier signalised system, with long queues and traffic jams extending onto the flyover itself. This not only undermines the very purpose of the flyover but also highlights a significant disconnect between infrastructure development and traffic management.
As vehicle ownership continues to symbolise economic progress, public transportation is often viewed as a less desirable alternative
Another significant issue contributing to congestion is the erratic movement of two- and three-wheelers on the roads. Riders frequently overtake vehicles from the left, further escalating the risk of accidents. At traffic signals, motorcycles and scooters regularly bypass cars, weaving to the front, which delays the movement of four-wheelers once the signal turns green. In addition, many two-wheelers encroach on pedestrian walkways, and some riders use their phones while navigating busy internal roads.
One more prevalent issue is the tendency of drivers to favour the far-right lane, driven by the belief that ‘right is safe and right.’ However, in reality, ‘right is not right; one must keep left to clear the traffic,’ as the left lane facilitates a smoother flow and helps clear the road. The habit of occupying the right lane creates unnecessary bottlenecks, further impeding the overall movement of vehicles. These behaviours are not only a result of poor infrastructure but are deeply rooted in the city’s traffic culture.
Social Issue
The explosion of vehicles in Hyderabad is not merely a result of urbanisation and economic growth; it also reflects deeper social issues. From a sociological perspective, the city’s traffic crisis is a manifestation of the changing aspirations and lifestyles of its residents. The demand for personal vehicles is linked to the increasing desire for individual mobility, which is associated with both status and convenience. In a society that places a premium on economic success, vehicle ownership has become a symbol of social prestige.
However, the rise in vehicle numbers also highlights systemic failures in urban planning and public policy. The lack of efficient public transportation and poorly regulated urban sprawl have led to a culture of private vehicle dependency. Also, the absence of comprehensive urban planning and the failure to address the environmental and social costs of traffic congestion have left the city struggling to cope with the pressures of growth.
Environmental, Social Costs
The environmental impact of Hyderabad’s traffic crisis is far-reaching. The city’s rapidly expanding vehicle fleet has led to increased air pollution, which poses significant health risks, including respiratory and cardiovascular diseases. Noise pollution has also reached alarming levels, affecting the mental well-being of residents. Long commute times have reduced productivity, strained family life and undermined the city’s livability. For those without access to private vehicles, the lack of efficient public transport perpetuates social inequalities, limiting mobility and access to economic opportunities.
The cultural association of vehicles with status further complicates the situation. As vehicle ownership continues to symbolise economic progress, public transportation is often viewed as a less desirable alternative. This societal mindset makes it difficult to shift toward more sustainable modes of transport, such as metro rail systems, buses or cycling infrastructure. Public transport remains stigmatised, and efforts to promote sustainable mobility solutions face considerable resistance.
Path Forward
As Hyderabad’s vehicle population continues to rise, addressing the traffic crisis will require more than just expanding road infrastructure. The city must adopt a comprehensive approach to urban mobility, one that prioritises sustainability and inclusivity. Expanding the metro rail network, improving bus services and integrating various modes of transport into a seamless system can reduce dependence on private vehicles. Policies that incentivise the use of public transport — such as subsidies, discounted fares and reliable last-mile connectivity — can encourage a cultural shift toward shared mobility.
Equally important is the need for smarter urban planning. Zoning regulations must prioritise mixed-use development to reduce the need for long commutes. Traffic management systems should leverage technology, such as AI-powered traffic lights and real-time monitoring, to optimise flow and reduce blockages. Implementing congestion pricing in high-traffic areas can discourage excessive use of private vehicles while generating revenue to fund public transport projects.
Public awareness campaigns are essential to change perceptions about public transportation and highlight the environmental and social benefits of reducing private vehicle use. Additionally, stricter enforcement of regulations — from parking violations to emission standards — can help mitigate the adverse effects of unchecked vehicular growth. Collaboration between government agencies, urban planners and civil society will be key to implementing these measures effectively.
(The author is Vice-Principal, Arts College, Osmania University)
