Implementation Stage Detailed Project Report for … reports/BUS DPRS/Agra.pdf · 2.3 Age Profile...

February 2009

Implementation Stage Detailed Project Report for Funding of Buses under

JNNURM - Agra (U.P.)

December,

2009

FINAL REPORT

Implementation Stage DPR for Funding of Buses under JnNURM – Agra (U.P.)

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Preface .............................................................................................................................................4

1.0 City Profile .................................................................................................................................5

1.1 Background ............................................................................................................. 5

1.1.1 Location and Connectivity ...................................................................................... 5

1.2 Demographic Profile & Socio Economic Characteristics ......................................... 6

1.2.1 Population and Its Projections ................................................................................ 6

1.2.2 Composition of Growth .......................................................................................... 7

1.2.3 Density .................................................................................................................... 8

1.2.4 Sex Ratio .................................................................................................................. 8

1.2.5 Literacy rate ............................................................................................................ 9

1.2.6 Social Composition .................................................................................................. 9

1.3 Land Use .................................................................................................................. 9

1.4 Urban Economy ..................................................................................................... 10

1.4.1 Occupational Structure ......................................................................................... 10

1.4.2 Trade & Commerce ............................................................................................... 11

1.4.3 Industries .............................................................................................................. 11

1.4.4 Legal framework ................................................................................................... 11

1.5 Registered vehicles trend & Growth rate ............................................................. 12

1.6 Travel Characteristics ............................................................................................ 13

1.6.1 Per capita trip rate ................................................................................................ 13

1.6.2 Speed profile ......................................................................................................... 13

1.6.3 Average Trip length ............................................................................................... 13

1.7 Road Network Characteristics .............................................................................. 13

2.0 Public Transport Characteristics .............................................................................................15

2.1 General .................................................................................................................. 15

2.2 Existing Routes: ..................................................................................................... 16

2.3 Age Profile of the Existing Fleet: ........................................................................... 19

2.4 Specification of the existing Fleet: ........................................................................ 19

2.5 Operational Performance of the Existing Bus Services: ....................................... 19

2.6 Existing Fare Structure: ......................................................................................... 19


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2.6.1 Concessional fare .................................................................................................. 20

2.7 Fare Fixation Mechanism for City buses: .............................................................. 20

2.8 Existing Taxes on City buses:................................................................................. 21

2.8.1 Motor Vehicle Tax ................................................................................................. 21

2.8.2 Passenger Tax ........................................................................................................ 22

2.8.3 Issues with the Existing Taxation policies: ............................................................ 22

3.0 Approved Bus Fleet & Bus Operation Planning / Route Network Planning ............................24

3.1 Approved Bus Fleet for the city ............................................................................ 24

3.1.1 Category wise distribution of fleet: ...................................................................... 24

3.1.2 Procurement Process of Buses ............................................................................. 25

3.2 Operation Planning /Route Network Planning ..................................................... 26

3.2.1 Radial and Circular Route Network ....................................................................... 26

3.2.2 Design of Sub Urban Routes ................................................................................. 33

3.2.3 Design of Chartered Services ................................................................................ 34

3.3 Routine and Frequency ......................................................................................... 35

3.3.1 Span of operations: ............................................................................................... 35

3.3.2 Fleet Requirement for Operations:....................................................................... 36

3.4 Point to be consider .............................................................................................. 40

4.0 Capital Cost, Financial Viability and Assistance Sought under JnNURM ...............................41

4.1 Type, No. and Cost Estimates ............................................................................... 41

4.2 Break up of Cost per Bus ....................................................................................... 41

4.3 Funding Pattern .................................................................................................... 42

4.4 Assumption for Financial Analysis ........................................................................ 43

4.5 Operation Cost per Km ......................................................................................... 45

4.6 Basic Assumptions for Calculation of Operational Revenue ................................ 45

4.7 Viability Gap .......................................................................................................... 46

5.0 Bus Specification and Repair and Maintenance Strategy ......................................................47

5.1 Bus Specifications ................................................................................................. 47

5.2 Maintenance Strategy ........................................................................................... 48

5.2.1 Repair and maintenance functions ....................................................................... 48


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5.2.2 Repair and Maintenance System Facilities ........................................................... 49

5.2.3 Annual Maintenance Contract .............................................................................. 50

6.0 Infrastructure Arrangements for City Bus Operation .............................................................52

6.1 Introduction .......................................................................................................... 52

6.2 Functions of Bus Terminals, Stations & Bus Stops ................................................ 52

6.3 Possible Locations of Bus Terminals and Bus Depots ........................................... 53

6.4 Various types of the activities proposed to be carried out at terminals sites ..... 53

6.5 Status of Land for Bus Terminal and Bus Depots .................................................. 55

6.6 Bus Stops and Bus Stations/Sub Terminals ........................................................... 56

7.0 ITS and Control Systems ..........................................................................................................58

7.1 Introduction .......................................................................................................... 58

7.2 Management Information System (MIS) .............................................................. 61

7.3 Fare Collection System .......................................................................................... 62

8.0 Urban Transport Reforms .......................................................................................................64

8.1 Introduction .......................................................................................................... 64

8.2 Unified Urban Transport Committee as UMTA .................................................... 64

8.3 Special Purpose Vehicle ........................................................................................ 67

8.4 Urban Transport Fund ........................................................................................... 68

8.5 Advertisement Policy ............................................................................................ 69

8.6 Draft Parking Policy ............................................................................................... 81

8.7 Transit Oriented Development ............................................................................. 90

8.8 Proposed Fare Fixation /Regulatory Mechanism for city bus operation: ............ 91

8.9 Traffic Information and Management Centre ...................................................... 91


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Preface

Efficient mobility of people is one of the key factors for the progress and prosperity of a

society and a nation. Effective public transport is the need of every major city. For various

cities that are growing at a rapid pace, it becomes the most essential vehicle for sustaining

growth.

The available public transport modes typically offer poor levels of services marked by

improperly maintained shabby vehicles, un-ergonomic design of buses for city transport, un-

responsive staff, and lack of proper systems oriented towards consumer satisfaction. The

poor quality of services lead to higher use of personal vehicles for transport causing

congestion on roads and rise in air pollution levels. It is therefore imperative that effective

and efficient mass public transport services are provided in various cities in order to increase

the share of public transport.

The traffic and transport situation in most cities clearly point towards an urgent

necessity for an efficient, reliable and cost effective public transport solution

In this context, the Ministry of Urban Development (MoUD), Government of India (GOI)

has issued policy circular Do. No. K-14011/48/2006-UT (Pt.) on 12th January 2009 which

states that under the second Stimulus Package announced by the Government on 2nd

January, 2009. The States, as a one time measure up to 30.06.2009, will be provided

assistance under the Jawaharlal Nehru National Urban Renewal Mission (JnNURM) for the

purchase of buses for their urban transport systems.

To avail of these funds UPSRTC had submitted the Detailed Project Report for the seven

cities (Lucknow, Kanpur, Allahabad, Varanasi, Agra, Mathura, Meerut) which were appraised

and presented to the Central Sanctioning Monitoring Committee (CSMC) at its meeting on

13th February, 2009 where the 310 buses were sanctioned and GOI had released Rs. 92.31 cr.

as a 1st installment of their shares. The second stage DPR is now been submitted to seek the

balance funds under the aforesaid initiative.


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1.0 City Profile

1.1 Background

Agra is ranked amongst the most outstanding historic cities in the world and certainly

the best known tourist destination in India. The city boasts three World Heritage Sites

namely – the Taj Mahal, Fatehpur Sikri and Agra Fort and innumerable other

monuments of national and international importance.

1.1.1 Location and Connectivity

Being centrally located on the national map, Agra forms an important regional urban

center. All weather traffic by rail or road going south invariably passes through Agra

thus making it a major transport node at the regional level as well as at the national

level. This has also led to an extremely rapid and haphazard growth pattern.

The city of Agra is situated on the Western Bank of river Yamuna on National

Highway (N.H-2) at about 200 Kms from Delhi in the state of Uttar Pradesh. Agra is

geographically located at 27°12' North latitudes and 78°12' East longitudes. It has an

extremely strategic location on the confluence of three distinct geo-physical regions

namely the plain of Uttar Pradesh, the plateau of Madhya Pradesh and the desert of

Rajasthan. The city also falls in the center of the four- culture areas - Braj,

Bundelkhand, Rajputana and western U.P. All these factors have played significant

roles in shaping the life and history of the city.


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Fig 2 Regional setting of Agra city

1.2 Demographic Profile & Socio Economic Characteristics

1.2.1 Population and Its Projections

The population of Agra city is 12.75 lakh as per Census 2001 with a decadal growth

rate of 30.37 per cent. During the post-independence period commerce showed a

phenomenal increase with the associated industrial development and establishment

of industrial estate, which resulted in the increase of city population. The present

population is about 16 lakhs.

In last four decades, the decadal growth rate of population was maximum i.e. 32.15

percent during 1971-81 (Table 2.1). The increase in the Nagar Nigam limits in the year

1981 attributed to the increase in population and high growth rate. As per Census

2001, the total number of wards in the city is 80.

Fig1 Location of Agra in India


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Table 1.1: Population and Growth Rate - Agra

Year Population (lakhs) Growth Rate (%)

1961 4.62 -

1971 5.91 27.92

1981 7.81 32.15

1991 9.78 25.22

2001 12.75 30.37

Population projection (estimated)

2006 14.93

2011 17.53

2016 19.88

2021 22.69

Source: Census of India, 2001

The population projection for the year 2021 has been taken as 22.69 lakhs.

1.2.2 Composition of Growth

It has been observed that the population of the city has increased at different growth

rates. In the year 1981 the Nagar Nigam area has extended from 61.80 sq. km. to

141.0 sq. km. The population increased during 1971-81shows 72.93 percent natural

increase and about 27.07 percent in-migration, which show about 27.92 percent

total increase (Table 1.2).

Table 1.2: Composition of Growth

Year Population Increase during

1971-81 % of total 1981-91 % of total 1991-2001 % of total % of total Natural Increase 4.31 72.93 - - - -

In-migration 1.6 27.07 - - - - Jurisdictional change - - - - - Total Increase 5.91 100.00 7.81 9.78

Source: Census of India


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1.2.3 Density

The administrative limits of the Nagar Nigam Agra encompass an area of 141.0 sq. km

with a population density of about 9,043 persons per sq. km. as per 2001 census

(Table 1.3). A comparison of the gross density of the city clearly indicates an

increasing trend from the year 1981 to 2001. The density has shown a sudden

decrease because Nagar Nigam area has increased more than two times whereas

the population has not increased to that extent. The old city areas where the

settlements started flourishing from the Mughal period like Lohamandi, Shahganj

are highly congested while the density is lowest in colonial Agra. The large open

areas between the fort and the Taj has remained undeveloped because it is the most

low-lying area and hence more prone to floods.

Table 1.3: Population Density

Year Population (Lakhs) Area (Sq. Km) Gross Density

1961 4.62 61.80 7476

1971 5.91 61.80 9563

1981 7.81 141.00 5539 1991 9.78 141.00 6936

2001 12.75 141.00 9043

Source: Census of India, 2001

As the city is divided into 80 wards but the distribution of population is non-uniform

in the city. The ward nos. 26, 43, 50 and 66 have high concentration of population

whereas the ward nos. 36, 40 and 47 have low population percentage.

1.2.4 Sex Ratio

The sex ratio measures the extent of prevailing equity between males and females in

the project area. As per the Census 2001, the sex ratio in the city is 846 females per

thousand males, which is less than the district figure of 898 females per thousand

males.


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1.2.5 Literacy rate

As per the Census 2001, the literacy rate in the city is 60.14 percent, which is less

than the literacy rate of the district (64.97 percent). The comparison among the

male and female literacy rate shows that the percentage of male literates is high (i.e.

59.04 percent) in comparison to the percentage of female literates (i.e. 40.96

percent).

1.2.6 Social Composition

The social composition of the population shows that the scheduled tribe (ST)

population is very less (0.02 per cent) in the city, the maximum population is in the

general category. The population of scheduled caste (SC) in the city is 21.52 %.

1.3 Land Use

Of the entire land use category for Agra, the highest percentage of land use is for

residential purpose (61.84%) followed by traffic and transportation 10.87% and

community facility (10.66%). The least percentage of area is under nursery (0.40%)

(Table 1.4).

Table 1.4 Existing land use of Agra Development Area 2001


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1.4 Urban Economy

Agra is basically a commercial city. The major part of its industrial activity is in the

form of small-scale and household industries. These are mainly located in the old

Mughal city particularly Lohamandi, Rakabganj, Kotwali, Tajganj areas. The large-

scale units are located in Chatta and Hariparvat areas. The important industries are

textile, leather, foundries, diesel engines, generator sets, electrical goods, fans,

pipes, C.I, casting, leather goods including shoes, steel rolling, packaging materials,

etc. The major handicrafts are marble, leather, carpet, brassware, artistic dari and

jewellery crafts.

The city being an infertile land and prone to floods therefore agriculture was

practiced only as a subsidiary activity in limited areas. Therefore, industries received

an impetus and the proximity to river Yamuna was also an added advantage. The

traditional handicrafts flourished, patronized by the Mughal court.

Agra has been a center of traditional handicraft industries from the Mughal times. A

number of factors contributed in building this image like the availability of raw

materials such as leather, stone, cotton threads within the city or the region and

marble from makrana and red sandstone from Bharatpur.

1.4.1 Occupational Structure

The work force participation rate (WFPR) of the city is 25.5 percent. The occupational structure of the city shows that the majority of the population is engaged in tertiary sector (88.68 percent) and minimum in primary sector (3.50 percent) (Table 1.5).

Table 1.5 Occupational structure

Occupational Structure

2001 1971

Number Percentage Number Percentage

Primary 9961 3.50 4410 2.87

Secondary 22252 7.82 13325 8.69

Tertiary 252437 88.68 135660 88.44

Total 284650 100.00 153395 100.00

Source: Census, 2001


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As per census 2001, of the total workers 2.20% constitutes the cultivators, 1.30% as

agricultural labors, 7.82% in household industries and 88.68% are engaged in other

activities.

1.4.2 Trade & Commerce

Agra is a commercial city. There are more than 50,000 shops and commercial

establishments registered at Nagar Nigam. The average growth rate of commercial

establishments is high compared to hotels and restaurants.

1.4.3 Industries

As per the report of District Industries Centre (industrial development in Agra at a

glance), the total number of SSI units in the city is 5,263 and the investment in these

SSI units is Rs.263.15 crores. The total number of exporting SSI units is 131 and shoe

export units are 87.

The annual export from exporting SSI units and shoe export units is approximately

Rs. 1,500.00 crores and Rs. 1,000.00 crores, respectively. The annual export from SSI

units also includes the indirect export. The sectoral distribution of investment shows

that Rs. 89 crores and Rs. 4,250.00 crore is being invested in agro-based industry and

service sector respectively. Kind of SSI includes, repairing and service industry,

electrical machinery and apparatus, machinery and part except electrical, metal

products, non-metallic mineral products, rubber and plastic, leather products, wood

products, hosiery and garments etc.

1.4.4 Legal framework

The civic administration in the city of Agra is in the jurisdiction of the Agra Municipal

Corporation (AMC). This is the principal urban governance institution, in addition to

several other organizations and parastatals. Some of these have been established

through acts of the state legislature while the others are a part of the state govt.

administrative machinery. The table below gives a list of the laws (Table 1.6).

Table 1.6 List of the laws and the Institutions established there under


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Legislation Organization

UP Municipal Corporation Adhiniyam,1959 Agra Nagar Nigam

UP Municipalities Act,1916 Surrounding Municipalities

UP Water Supply and Sewerage Act, 1975 Jal Nigam

UP Water Supply and Sewerage Act, 1975 Jal Sansthan

UP Development Authorities Act,1974 Agra Development Authority

Water (Prevention and control of pollution) Act,

1974

UP Pollution Control Board

The urban local bodies in the state of Uttar Pradesh are governed by two important

legislation viz. UP Municipal Corporations Adhiniyam, 1959 and UP Municipalities

Act. 1916. These two acts specify the governance framework, spatial jurisdiction and

the functional domain of the urban local bodies.

1.5 Registered vehicles trend & Growth rate

Increasing population in Agra has resulted in corresponding rise in rate of growth of

motor vehicles, creating pressure on city roads. As per TERI study, the city has

witnessed an annual increase of 5.5 percent in private registered vehicles during the

last five years, which stands about 4.75 lakhs as on March 2006.

The total number of vehicles registered in Agra city has been increased from 68,515

in 1985 to 4, 75,700 in 2006. Details of growth of registered vehicles are shown in

Table 1.7.

Table 1.7 Growth of Registered Vehicles in Agra City

S.No. Vehicles 1985 1990 1995 2002 2006

1 Two Wheelers 47,364 102,669 157,547 267,272 387,215

2 Cars, Motor Cabs, Jeeps, Maxi cabs 4,956 7,272 12,328 23,584 39,664

3 Buses, Omni Buses 1,241 566 1,081 1,303 2,542

4 Goods Carriages 4,572 5,410 4,631 4,796 7,076

5 Tractors & trailers 9,051 14,846 18,207 23,017 28,046

Others 1,331 2,295 6,007 6,368 11,157

Total 68,515 133,058 199,801 326,340 475,700

Percentage increase - 94.20 98.67 129.04 124.77

The total registered vehicles (On road) in Agra (as per the available data)are 5.54

lakh as on March 2008.


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1.6 Travel Characteristics

1.6.1 Per capita trip rate

The per capita trip rate (PCTR) for Agra was 0.90 as per RITES study in 1999, which is

1.06 at present (as per WSA study 2008).

1.6.2 Speed profile

The average journey speed has been cited as 19.0 kmph and 23.23 kmph for

morning and evening peak hour respectively as per RITES study in 1999. Morning

peak is more pronounced and nearly 65% of the major road network has average

journey speed less than even 10 kmph. As per the recent WSA study, the average

speed on major road corridors is 28kmph.

1.6.3 Average Trip length

The average trip length as per the WSA Study (2008) was 4.4 km.

1.7 Road Network Characteristics

The road network within the city is not developed enough even to cater to the

requirement of tourism, which Taj Mahal attracts. Intermediate Public Transport

(IPT) is the popular mode of transport due to lack of proper public transport system.

In fact the road network of the city offers poor level of service affecting safety,

efficiency and economy of traffic operation within the city. The total road length of

1,724 km in Agra Nagar Nigam (ANN) area (including pucca road, semi pucca road,

kaccha road) hasn’t increased significantly in last three years (since 2003).

The average motorable width of existing roads varies from 7m to 18m. It has been

felt that there is an urgent need to widen the carriageway and extend the road

lanes. Mahatma Gandhi Road (MG Road) acts as north-south spine of the city

dividing the CIS Yamuna area into two parts. It is a major commercial corridor

handling about 60-70% of the traffic. Thus it is the busiest road of the city, which has

traffic congestion problems in the following six junctions: Bhagwan Takies,

Hariparwat, Raja Mandi, St. Johns College, Collectorate and State Bank Chawk, Apart


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from MG Road junctions, another six congested junctions have been identified for

improvements Ram Bagh, Water Works Circle, Sultan Ganj Pulia, Yamuna Kinara

marg, Bizli Ghar, Subhash Bazar (Kotwali Area).


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2.0 Public Transport Characteristics

2.1 General

Agra at present does not offer good intra-city public transportation to local and

floating population. Current options for intra-city movement are: autos, taxis, buses,

etc. It does not have eco-friendly service for commuters. Agra Development

Authority (ADA) runs battery operated mini buses from eastern and western gate of

Taj Mahal to its inner gates. These buses compete with cycle rickshaw, private mini-

buses and horse cargos and find it hard to sustain themselves.

Presently, there are 2 Depot cum workshops and 1 Regional workshop along with 2

Bus Stations (Agra Fort & Idgah) in Agra. One depot cum workshop is functional at

Foundary Nagar. Recently, another bus station has been made functional at

Transport Nagar. Almost a fleet of 250 buses (mostly intercity) is associated with

these workshops where their maintenance is carried out.

The Intermediate Public Transport (IPTs) contributes to major share in catering to

the travel demand of the city. They include mechanized (3-wheeler auto-rickshaw’s

and Vikrams), and non-mechanized (cycle-rickshaw) modes. The average occupancy

of the CNG driven 3-wheelers is about 5 per trip. The average daily utilization is

about 100 kms at an efficiency of 20 km/litre of CNG. The other motorized IPTs are

‘Vikrams’, which carry about 10 passengers per trip. Both 3-wheeler and Vikram

have dedicated routes of operation, but due to lack of enforcement, they ply any

where in the city. On an average, a cycle-rickshaw makes about 10-15 trips per day.

They are registered at the municipality. The cycle-rickshaws are also registered in

cantonment area and Dayal Bagh area separately.

At present 500 auto-rickshaws run on MG road from 6 am to 10 pm with average

trip of each auto-rickshaw being 2 hours. With in the last 4-5 years, all the

petrol/diesel driven 3-wheeler auto-rickshaw and Vikram’s have been converted into

compressed natural gas (CNG) vehicles.


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2.2 Existing Routes:

As on today buses are operational on 8 circular routes and 6 direct routes in Agra

city. Average length of the said routes is 21 kms. A total 293 mini buses are

operational on these routes. But it has been observed that a large number of buses

are operating on other profitable routes rather than the prescribed routes. The

details of currently operated routes are given below:

A. Circular Routes:

Route 1A

Dayalbagh - Kamla Nagar- Balkeshwar - Jeewani Mandi - Hathighat - Fort -

Bijlighar - Baluganj - Ashok Hotel - Naulakha - Sewlajat - Sadar Bazaar -

Cantt. Station - ldgah Bus Stand - Namneer crossing - Sain Ki Takia -

Collectorate - Agar College - Hariparwat - Bhagwan Talkies - Dayalbagh (

Now extended upto Karm Yogi Roundabout - Subhash nagar - Balkeshwar

Shiv Mandir)

Route 1B

Dayalbagh - Bhagwan talkies - Haripawat- Agra College - Collectorate - Sain

Ki Takla - Namneer Crossing Idgah Bus Stand -- Cantt Station - Sadar

Bazaar – Sewlajat Naulakha - Ashok Hotel - Baluganj - Bijlighar - Fort -

Hathighat - Jeewani Mandi Balkeshwar - Kamla Nagar - Dayalbagh ( Now

extended upto Karm Yogi Roundabout Subhash Nagar - Balkeshwar Shiv

Mandir)

Route 2A

Tajmahal - PuraniMandi- Lal Bahadur Shastri Marg - Mall Road - Cantt

Station - ldgah Bus Stand - Ajeet Nagar Gate


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Route 2B

Ajeet Nagar Gate - Idgah Bus Stand - Cantt Station - Mall Road - Lal Bahadur

Shastri Mar - PuraniMandi - Tajmahal -Bijlighar -Baluganj — Collectorate -

Haripawat-Bhagwan Talkies- Gur ka Tall — Sikandra- Bodla- Pratap Nagar-

COD colony- Jaipur House- Kothi Meena Bazaar - Panchkuian - Sain Ki

Takia - Idgah Bus Stand- Cantt Station - Khwaja ki Sarai -Ajeet Nagar Gate

Route 3A

Cantt Station - Grand Hotel - Sadar Bazaar - Agra Club - Ashok Hotel --

Mahar Cinema - Baluganj - Lalkila - Hathighat - Water Works - Kamla Nagar

- Bhagwan Talkies Khandari - Transport Nagar - Raja ki Mandi - Ajit Nagar

Gate - ldgah Bus Stand Cantt Station

Route 3B

Cantt Station - ldgah Bus Stand - Ajit Nagar Gate - Rui Ki Mandi - Shahganj –

COD colony-jaipur house-Loha Mandi-Mandia Catra crossing-Raja Mandi

station-Transport Nagar- Khandari-Bhagwan Talkies- Kamla Nagar- Water

works-Hathi ghat-Lalkila-Baluganj-Mehar cinema-Ashok Hotel-Agra club-

Sadar Bazar-Grand Hotel-Cantt Station.

Route 4A

Kamla Nagar-Bhagwan talkies-Diwani court-Hariparwat-Sadar Thana-RM

office- Naulakha- Bijli ghar- Hathi ghat-water works- Ram bagh-Trans

Yamuna-Sahadra- itma ud daulah- Rambagh-water works-Balkeshwar -

Kamla Nagar (extended to Jalesar and Karrn Yogi Roundabout - Subhash

Nagar - Balkeshwar Shiv Mandir)


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Route 4B

Kamla Nagar - Balkeshwar - Water Works - Rambagh - Trans Yamuna

colony - Rambagh - Water Works - Hathighat- Bijlighar- Naulakha- RM

Office- Sadar Thana - Hariparwat- Diwani Court -Bhagwan Talkies- Kamla

Nagar (extended to Karm Yogi Roundabout - Subhash Nagar - Balkeshwar

Shiv Mandir - Jalesar)

B. Direct Routes:

Route 1:

Shaheed Nagar - Purani Mandi - Fort - Hathighat - Malgodown - Palibal

park (East) - Water Tank - St. Peters School - Sanjay Palace Nagar -

Bhagwan Talkies - Dayalbagh

Route 2:

Shaheed Nagar - Purani Mandi- Bijlighar - Agra Fort - Hathighat - Water

Works - Itmad ud daulah - Nunnihai - Shandara - Trans Yamuna Colony

(extended to Jalesar)

Route 3:

Nandlal Pur - Apsara talkies - Trans Yamuna Colony - Rambagh - Bijlighar -

Kamla Nagar - Bhagwan Talkies - Hariparwat - Raja Mandi Station - Mental

Hospital - Gur ka Tall - Sikandra - Renkuta

Route 4 :

Shaheed Nagar - Purani Mandi-Lal Bahadur Shastri Crossing - sadar Bazaar

- Pratappura - Collectorate - Bhagwan talkies - Kamla Nagar - balkeshwar -

Water Works Crossing - Rambagh - Trans Yamuna Colony - Jaleswar


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Route 5 :

Bijlighar - Baluganj - Chipitola - Nai ki Mandi - Hari Parwat - Bhagwan

talkies - Gailana - Ashoka Nursing House - Gur ki Tal - Sikandara - Aratauni

-Renkuta

Route 6 :

Bijlighar - Baluganj - Chipitola - Collectorate- Raja Mandi - St. John College

- LohaMandi - Bodla - Wasson & Company - Kalwari Crossing

2.3 Age Profile of the Existing Fleet:

The average age of the existing fleet in Agra city is less than 2 years (for 21 CNG

buses).

2.4 Specification of the existing Fleet:

All 21 buses operated by Agra Mahanagar Palika City Bus Services are CNG standard

buses of about 10-11 meter length, high floor level (1150 mm) and powered by the

engine of about 100- 120 HP. Mini buses operated by private operators are of length

of 6-8 meters with carrying capacity of almost 30 passengers (including standee).

2.5 Operational Performance of the Existing Bus Services:

The intercity and intra-city public transport system in Agra play an important role. As

per the study done by RITES in 1998, Passenger carried by per bus per day was

around 800 for intra-city and 350 for intercity bus services. Most of the intra city

passengers are using bus for the purpose of work. Very few are used by tourist. The

average earning per day per bus is Rs 500/- for intra city and Rs 800/- for inter city

buses. The 21 CNG buses operate at an average load factor of 70%.

2.6 Existing Fare Structure:

A distance based fare structure is being used. The fare structure is based on the

distance traveled, terrain of operations - hills and/or plains and type of services -

ordinary, express, semi-deluxe and/or deluxe of UPSRTC buses. The fare includes


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additional tax @ (21/121) of the gross amount. Further, the fare also includes

accident surcharge and passenger amenities surcharge. The fare charged on Express

buses is 10% higher than that ordinary bus. Existing Fare structure of the city buses

is given in Tables 2.1.

Table 2.1 Ordinary Buses

Km Range Fare in Rs

0-3 3.00

3-5 5.00

5-10 8.00

10-15 10.00

15-20 12.00

Above 20 15.00

2.6.1 Concessional fare

The Corporation provides concessions on its fares and/or free travel facilities on its

buses to various categories of citizens. The concessions/free travel applicable to

various category of citizens are shown below.

Children upto 5 years of age are permitted to travel free of charge, children

aged more than 5 years but upto 12 years pay 50% of regular fare.

Citizens of the state, decorated with bravery awards are permitted to travel

free of charge in UPSRTC buses. However, extra charges and the taxes other

than the bus fare are to be paid by them.

Physically handicapped and blind citizens can travel free of charge in UPSRTC

buses.

2.7 Fare Fixation Mechanism for City buses:

Fare rates are regulated by the State Government, keeping in view public interest,

and considerations of reasonable profit to industry. The Government of Uttar

Pradesh has fixed fares for both stage and contract carriage vehicles, based on

"kilometer basis" for inter-city operations and "stage basis for intra-city operation.


21

As in other States, passenger fares in UP are fixed by the State Transport Authority.

Till late 1970s, the fare structure was generally based on input costs. Subsequently,

from FY 2004-05 onwards, UPSRTC fares were revised on the basis of increased fuel

costs and the dearness allowance paid to its employees.

In contrast, fares for private operators' buses are revised only on the basis of

increase in fuel costs. At present (FY 2007), UPSRTC's ordinary bus fare is about 50

paise per passenger km inclusive of 17.35% thereof (or 21% of basic fare) as

additional passenger tax. The fare per passenger km in respect of private operator's

buses works out to 49 paise per passenger km.

The periodicity of fare revision is also irregular, trailing behind the increase in costs.

As even the initial fares do not appear to have been fixed on the basis of input costs

and adequate profitability / return on investments, revised fares on the basis of a

few parameters of input costs are likely to remain short of economic fares

hampering financial viability, sustainability and the growth of services / the system.

2.8 Existing Taxes on City buses:

Public transport is subjected to a multitude of fees and taxes imposed by the

Central, State and Local Governments.

2.8.1 Motor Vehicle Tax

Characteristics of Motor vehicle taxes in Uttar Pradesh are as under:

In case of moped and 2 wheelers, a one time fixed tax is levied.

For cars, levy of tax is based on a percentage of the vehicle cost

In case of buses, tax rates differ for stage and contract carriages. Motor vehicles

tax varies with number of seats and types of routes.

For stage carriage, the basis of taxation is seating capacity and Route Category (A

or B). Motor vehicle tax varies between Rs. 95 quarterly (for a seating capacity of

3) and Rs. 1115.00 + Rs. 45.00 per seat in excess of a seating capacity of 35. In


22

case of contract carriage, levy of tax is based on the seating capacity, but here A

route type is assumed.

Various taxes and duties imposed on city bus operation are as follows:

1. Value Added Tax (VAT): 12.5 % of the chassis/fully built cost

2. Entry Tax: 1.0 % of the chassis/fully built cost

3. Registration Tax: Varies between Rs 800.0 to Rs 1000.0

4. Additional Tax: Rs 4200.0 per quarter for stage carriage having not more

than 35 seats and Rs. 6000.0 per quarter more 35 seats bus.

5. M.V. Tax: Quarterly paid MV tax by city buses is as follows:

i. With 35 <seating capacity >20

For first 20 seats-Rs 590.0

For every additional seat- Rs 35.0

ii. With seating capacity >35

For first 20 seats-Rs 1115.0

For every additional seat- Rs 45.0

2.8.2 Passenger Tax

Passenger Tax is levied on passengers traveling in stage carriage buses, both public

sector and private, and is collected along with the bus fare. In Uttar Pradesh, the tax is

levied @ 17.36% on the fare box revenue on UPSRTC buses and 12% on private sector

vehicles.

2.8.3 Issues with the Existing Taxation policies:

While motor vehicle tax and permit fees applicable to UPSRTC and private operators'

buses are generally identical for similar types of vehicles, additional passenger tax

applicable to UPSRTC is 21% of the basic fare revenue generated by UPSRTC where the

quantum of additional passenger tax gets automatically revised with passenger fare

revision.


23

In case of private operators, however, additional passenger tax is charged on the basis

of scheduled kilometres operation (as per permit), class of route, viz. class A or class B

and the seating capacities of the buses. The rates are normally given on the basis of

per bus seat per quarter separately for the two classes of routes.

The overall applicable rate works out to around 17.35% of the total fare box revenue

collected by UPSRTC (or 21% of basic fare revenues) and about 12-13% of fare box

revenue for the private operators' buses.

In FY 2007, UPSRTC, on an average, paid additional passenger tax of Rs 2.20 lakh per

bus per year as against Rs.1.01 lakh per bus per year in respect of private operators'

buses.

The system of levying additional passenger tax on private operators' buses suffers

from lack of scientific classification of routes, lack of quantifiable data with respect to

the parameters analysed for classification of routes, lack of travel demand and travel

characteristics data to assess income potential, etc.

The declarations by bus operators, while obtaining permit, regarding the number of

likely trips planned on the concerned routes, etc. are made on an ad hoc basis.

Further, actual operation by permit holders generally appears to be higher than that

allowed, leading to short payment of additional passenger tax. Some of the bus

operators continue to operate their buses even after surrendering their permits. In

the process private operators may be evading payment of additional tax even after

collecting the same from passengers.

The additional passenger tax applicable to all stage carriage buses is not only higher in

UP than in other states, but it has also been progressively increasing over the years.

During last 10 years, the incidence of tax per bus km per year in UP has significantly

increased, as against reduction in other states. Similarly, the incidence of motor

vehicle taxes is higher in UP than that in other States.


24

3.0 Approved Bus Fleet & Bus Operation Planning / Route Network Planning

3.1 Approved Bus Fleet for the city

A bus fleet of 229 buses is required for the year 2010 for Agra urban travel

operations. After offsetting 21 existing UPSRTC CNG buses, the bus fleet

requirement would be 208 buses. Government of India has approved the 200 Buses

for the Agra city.

3.1.1 Category wise distribution of fleet:

The distribution of fleet in various categories of buses has been done based on the

criteria mentioned below:

Paying capacity of city population as fare will vary with the type of services

Tourism, Administrative importance of the city- super deluxe services with

AC/Non AC low floor services will be required

Narrow streets, presence of congested markets, CBD etc.- mini buses with a

length of 6-8 mt. will be justified.

The distribution of buses is given in Table 3.1.

Table 3.1 Distribution of buses approved by MoUD, GoI

Category of buses Number if Buses

Approved

Remarks

Mini Bus 75 Mini buses with 6-8 mt. length

Ordinary buses 75 Buses of 830+/- 100 mm floor height

Semi Deluxe 30 Buses of 650 mm floor height

Deluxe Non AC 10 Buses of 400 mm floor height

Super Deluxe AC 10 Buses of 400 mm floor height fitted with air conditioning system


25

3.1.2 Procurement Process of Buses

A Notice Inviting Tender for procurement of buses for the City on competitive basis

was issued on 7th March 2009. The bid process management for the procurement of

buses for all the seven cities of UP was done centrally form the Head office of the

UPSRTC. The technical and financial bid was opened on 26th March, 2009 and 30st

March 2009 respectively. Based on the evaluation of the Bids the work order was

issued on 7th May, 2009 for the supply of fully built Buses/ Chassis. The copies of the

work orders are enclosed as Annexure 3.1 to 3.4. The Details of tentative city wise

bus allocation is given the Table 3.2

Table 3.2 Details of tentative city wise bus allocation

Sr.

No.

Details of the Bus Make and

Model

Number

of Buses

Category

of Bus

Location/Ci

1

Fully Built Semi Low

floor 650 mm Floor

Height Non AC CNG

buses

Ashok Leyland

ALPSR 5/9

100 Semi

Deluxe

Agra-30,

Lucknow-40,

Kanpur-30

2

Fully Built Low floor

400 mm Floor Height

AC CNG buses

Tata Marcopolo

LPO 1623

35 Super

Deluxe

Agra-10,

Lucknow-15,

Kanpur-10

3


400 mm Floor Height

Non AC Diesel buses

Tata Marcopolo

LPO 1618

30 Deluxe Agra-10,

Allahabad-10,

Meerut-10

4


400 mm Floor Height

Non AC CNG buses

Tata Marcopolo

LPO 1623

50 Deluxe Agra-10,

Lucknow-30,

Kanpur-10

5


floor 650 mm Floor

Height Non AC Diesel

buses

Tata LPO 1618 70 Semi

Deluxe

Varanasi-20,

Allahabad-20,

Meerut-30

6

CNG BS III 900 mm

Floor Height

Tata LPO

1613/55

265 Ordinary Agra-75,

Luckow-90,

Kanpur-100

7

Diesel BS III 900 mm

Floor Height

Tata LPO

1512/55

180 Ordinary Varanasi-50,

Allahabad-60,

Meerut-70


26

Sr.

No.

Details of the Bus Make and

Model

Number

of Buses

Category

of Bus

Location/Ci

8

Diesel BS III Mini Bus Tata LP 712/42 230 Mini Bus Varanasi-70,

Allahabad-60

Meerut-40

Mathura-60

9

CNG BS III Mini Bus Swaraj Mazda

ZT54EDELWB-

NG Euro-III

350 Mini Bus Agra-75,

Lucknow-125,

Kanpur-150

3.2 Operation Planning /Route Network Planning

The existing public transport system available for performing inter-city trips mainly

consists of buses operated by UPSRTC and private operators. The intra-city travel

within the city is primarily through buses, tempos, auto rickshaws and cycle

rickshaws. The city bus service in Agra city operates through private operators.

Recently, Agra Mahapalika city bus service, a unit of UPSRTC, has started operation

of CNG buses with 21 fleet connecting suburban towns in the near vicinity, which

partially covers the city routes also.

As on date buses are operational on 8 circular routes and 6 direct routes in Agra city.

Average length of the said routes is 21 kms. A total of 293 buses are operational on

these routes. However, it has been observed that a large number of buses are

operating on profitable routes rather than the prescribed routes.

Considering the connectivity requirement of Agra City and near-by areas the

following type of the Routes Network is proposed for the City:

1) Radial and Circular Route Network

2) Suburban Routes

3.2.1 Radial and Circular Route Network

The objective of introduction of Radial and Circular route is to connect high traffic

intensity areas with the Bus Services. In the absence of such bus routes, the


27

commuters shall be compelled to use personalized modes of the transport to reach

their respective destinations, thus increasing the traffic manifold near such localities.

The following parameters have been kept in view while desinging the Direct Routes

i) Least disturbance to existing routes as commuters are quite accostomed to

using them

ii) Minimum transfers during journey/trip

iii) Attempt to have a frequency of not more than 20 minutes in urban areas

iv) Ensure at least 20% load factor at start point/terminals of the route

v) Minimise the dead mileage operations

vi) Supplementing the regional services

vii) Ensure quality service standards

viii) Ensuring ease of vehicle maneuverability, availability of ideal parking space,

crew change facility, minor repairing, fuelling facility enroute

Some of the high demand corridors are:

a) Bhagavan Talkies — Chipitola section of M.G. Road

b) Bijli Ghar — Water Works through Yamuna Kinare road

c) Bijli Ghar - Sewala section of Gwalior road

d) Bijli Ghar — Puranimandi section

e) Bhagavan Talkies — Rambagh section

The area bounded by the above mentioned corridor supports major activities of the

city centre. Hence these corridors have been given priority. The proposed routing

has been prepared keeping in view the straight routes and also providing

connectivity to all zones. The characteristics like land use, residential density,

pedestrian access and transfer facility aspects have been of main consideration. In

addition to this


28

Limitations in design of City Bus Routes.

a) Presence of a large cantonement area in the eastern side of the City, where

routes are difficult to cut through because of several constraints

b) Large number of level railway crossings in the city

c) A large central part consisting of Chipi Tola, Hing Ki Mandi, Kashmiri Bazar,

Gudri Mansur Khan, Kala Mahal Bazar, Freeganj, Inside area of Nahur Nagar,

Wazirpurua high degree of road side friction and narrow RoW. This limits the

posibilities of putting routes across these areas.

d) Low density and scattered development beyond the Rama Devi-Burra Bypass

e) Capacity constraints of existing ROBs such as Govindnagar ROB ( Nandlal

Chauraha)

Design of Radial and Circular Routes

Route I

Agra Fort Bus- Shashtripuram via Baluganj, Agra Cantt., PWD Inspection House,

Idgah Bus station, Pratapura, Collectorate, Kothi Meena Bazar, Jaipur House, Saket

Colony, Bidala Marg and Shashtripuram.

This route provides the connectivity between places like Saket Colony and

Shashtripuram to the City Centre, Idgah bus station and Fort area. The route passes

through the high income group area. The Low floor or Semi Low floor buses are

recoomended for operation on this route.

Route 2

Agra Cantt.,- PWD Inspection House- Hotel Agra-Ashoka- Commissioner’s Office-

Hotel Haward-Taj View-T.D.I Mall-Shilpgram

The Route provides the direct connectivity between the Cantt. railway station area

to Taj area. The route serves the traffic need of the intercity commuters and

tourists. The Low floor AC buses are recommended for operation on this route.


29

Route 3

Agra Fort-Olia Road-Baluganj Police Chauki-Commissioner Chauraha-C.T.O-Head

P.O. Sadar Bazar, Collectorate-Hari Parwat-Sursadan-Bhagwan Takij-Sultanganj

Pulia-Kamala Nagar

The route passess through the Central Spine -MG road and connects the Pratapura

Cantt. Area to the Collectorate, Raja ki mandi, Civil Courts and Bhagwan Takeej

area. The route also fulfills the travel requirement of the Kamala Nagar residential

colony. The route can be extended upto Balkeshwar if demand exists. Alternatively,

the route may be slightly modified to deviate from MG road from Sanjay Palace,

move towards Paliwal park, touch University, on Karbala road , passing between

Vijaynagar and Gandhi Nagar residential areas and reach Sultanganj via Karbala

road.

Route 4

I.S.B.T.-Bhagwan Takij-Sultanganj Pulia-Jal Sansthan-Jeevani Mandi-Agra Fort Bus

Station-Baluganj-Agra Ashok Cantt. Railway Station, Pratappura-Collectorate-

Packuiya-Kothi Meena Bazar-Saket Colony-Shahganj-Bodala Road-Ramnagar Pulia-

Bodala Chauraha-Shashtripuram-Sikandra-I.S.B.T. (Mudrika Sewa)

The circular route connects all peripheral main traffic generating areas like Bhagwan

Takij, Water works, Fort bus station, Cantt. Rly Station, Collectorate, Saket Colony,

Sikandra area. The route mainly passes through the byepass (NH-2), Yamuna Kinara

Road, MG road which has good road surface. Low Floor and Semi Low Floor AC and

Non AC buses may be operated on this route.

Route 5

Agra Fort-Agra Ashok Cantt. Railway Station -Pratapura-Collectorate-Subhash

Park-Raja Mandi Chauraha-HariParvat-Civil line area-Sursadan-Bhagwan Takij-

Sultanganj Pulia-Kamala Nagar Balkehwar Temple


30

The route mainly connects the residential areas like Bakeshwar, Kamala nagar,

Sultanganj located at the north part of the city to the main city centre like Raja ki

Mandi, Collectorate, Idgah bus station, Cantt. Rly. Station and Fort Bus station. The

major portion of this route passes through the MG road. Semi Low Floor and Low

Floor buses are recommended for this route. However, speed breakers shall have to

be modified in the western parts.

Route 6

Agra Fort-Olia Road-Agra Kila, Jamuna Kinara, Jeevani Mandi, Water Works-

Kamalanagar-Sultanganj Pulia-Bhawan Takij-Dayal Bagh and Back

The route will connect north part of the city to the south of the city. The route

mainly connects the residential development located beyond the bypass at NH like

Kamalanagar, Balkeshwar, education institute like Vaikunthidevi degree college and

City Centre Fort Bus Station. This route is planned to provide peripheral connectivity

between the Ratanpura, Municipal Hospital, Krishna Colony Jeevani Mandi,

Chhatta Market, Vaikunth Devi Girls degree College and Mantola area, The route

can be extended in North upto Pohiaghat, providing linkages to several educational

institutions. In Dayalbagh area, alternate buses may run on Mugal road, connecting

Radha Vihar, Shambhu Kunj, Kamla Nagar to NH-2 Bypass

Route 7

I.S.B.T., Bhagwan Takij, Sultanganj Pulia-Jal Sansthanm, Ramnagar Junction, Trans

River area Agra Fort-Baluganj-Pratappura-Namner-Iedgah Bus Stand-Arjun Nagar

Tiraha-NowaMil

The route connects the Trans Yamuna River to the ISBT, Fort Bus Idgah Bus station

Cantt. Railway Station. Mini buses may be operated on this route. The route in its

present form shall be possible only after the new bridge comes up near the

Stratchey Bridge. Presently the bus shall use the existing bridge in north, touch

Rambagh chauraha and turn back.


31

Route 8

Agra Fort-Olia Road-Kila-Jamuna Kinara-Jeevani Mandi-Water Works-Rambagh

Chauraha-Trans Yamuna Colony-Kalindi Vihar-Sofuta Road-Foundry Road-

Rambagh Chauraha-Water Works-Jamuna Kinara-Agra fort-Agra Fort Bus Station

The route connects the newly developed colonies like Trans Yamuna Colony-Kalindi

Vihar-Sofuta Road-and Foundry Nagar to the main city centre at the Fort Bus Station.

This route provides peripheral connectivity between the Ratanpura, Municipal

Hospital, Krishna Colony Jeevani Mandi, Chhatta Market, Vaikunth Devi Girls degree

College and Mantola area, The Semi low floor (650 mm ) buses may be operated.

Buses can run in alternate ways in the Trans-Yamuna loop

Route 9

Agra Fort-Olia Road-Kila-Shahjahan Garden-Purani Mandi-Taj View-Amar Hotel-

Vibhav Nagar-ShamshaBad Road-Radio Station

The route connects the development located on Shamshabad Road at Radio Station

to the city centre. Buses can run in alternate ways in the Trans-Yamuna loop

Route 10

Transport Nagar, Bhagwan Talkies. Naai ki Mandi, Collectorate, Agra Cantt. Rly Stn,

ldgah bus stand, Rui Ki Mandi, Alamganj,Transport Nagar.

This circular route is planned to connect central spine (M G Road) and west part of

the city. The route will also connect Nagla Chauraha, Arjun Nagar, Rui ki Mandi,

Shahganj, Kothi Meena Bazaar, Hasanpur, Jaipur House, Sikri Mandi, Shri Krishna

Parnami Temple, Alamganj, Malviya Kunj, Billojpura and ISBT. Mini buses may be

operated on this route. The route from Cantt. Rly Stn, ldgah bus stand, Rui Ki

Mandi, Alamganj,Transport Nagar passes through the very congested section and

the operation of only mini buses is possible after removing the encorchments and

construction of the ROB/RuB


32

Route 11

Cantt. Rail Station, PWD inspection House , Idgah Bus station,Collectorate, Agra

College, S N Hospital (Shahid Bhagat Singh Road), Sanjay Palace, Paliwal park, Agra

University, Agra University, Sultani Ganj and water Works Crossing

The route mainly provides connectivity from northern and southern parts to Agra

Unvirsity area.

Route 12

Nunhai to Nagla Prithvinath via Industrial Estate, Nagla Balchand, Nawal Ganj,

Idmad-ud-aula, Yamuna bridge (New Bridge) (Moti bagh), Chatta Bazaar, Vaikunthi

Devi Degree College, Agra Fort, Mantola, Sadar Bhatti, Collectorate, Panchkuia,

Shahganj via Saiya Ali Nabi Road Dhoripura, Parkash Nagar, Ramnagar and Nagla

Prithvinath

The route mainly connects eastern part of the city with the west. The route provides

a travel facility to the trans Yamuna residentds to travel towards the city centre and

western part of the city. The route passes through the congested sections like

Mantola, Pachkuia, Shahganj. It is suggested that only mini buses may be operated

on this route. The route shall be possible only after the removing of encroachments

and construction of new bridge near the Stratchey Bridge.

Route 13

Shastripuram to Bijlighar Bus Station via Vodla Marg, Krishna Nagar, Ramnagar,

Lohamandi, Hanuman Nagar, Naubasta, Rajamandi chauraha, Bageshwarnath

Temple, Gharia Azamkhan, Agra Railway Station, Belanganj, Kachahari Ghat, Pipal

Mandi, Agra Fort, Subhash Nagar, Mantola, Bijlighar

This route mainly connects Shashtripuram area with commercial area like

Lohamandi, Rajamandi Chauraha, Bageshwar temple, Ghariya Azamkhan, city Rly.

Station, Subhash Bazar, Mantola etc. The route passes through highly congested


33

area like Pachkuia, Shahganj. . It is advisable that only mini buses be operated on

this route. The route shall be possible only after the removing of encroachments

All the proposed urban routes are shown in figure 3.1

3.2.2 Design of Sub Urban Routes

Agra is the fourth largest city of UP State. The city is situated at the boundary of the

three states. More than 2 million tourists visit the city every year. The towns of

Mathura, Fatehpur Sikri and Firozabad are in the vicinity of Agra and these towns are

also tourist attraction centers. In addition to this, Agra is the administrative and

divisional head quarter of Agra region. Agra is a big business Centre of the region

and lot of daily up-down travel is witnessed from nearby towns/areas. Considering

the overall needs of the nearby towns/ areas, the following sub urban routes are

shown in figure 3.2

Table 3.3 The Details of the Sub Urban Routes

Sr. No. Route Details Route Length

In Km.

1 Agra (Idgha Bus Station) – Fatehpursikri 27

2 Agra Fort –Saiyaan- Khairgarh 39

3 Agra (Fort) - Shamshabad 23

4 Agra (Fort) - Fatehabad 23

5 Agra (Fort) - Ferozabad 44

6 Agra - Sadabad 34

7 Agra Fort Bus Station -Tundla Railway Station 27

8 Agra Fort Bus Station – Devri- Naglapatam-Iradatnagar

27

9 Agra Fort Bus Station –Vichpuri-Achnera 40

10 Agra Fort Bus Station -Farehae 34

11 Agra -Mathura 58

12 Agra - Khandoli-Maie-Bisawar 40

13 Agra - Etamadpura-Barhaan 22

All the above sub ubran routes shown in figure 2.0


34

3.2.3 Design of Chartered Services

a) Peak period services

Every Metropolitan city has to face the problem of peak hour traffic, as it is inherent

to the nature of urban living. The question arises as to how to prepare to clear the

additional traffic during peak hours. There is a need for providing additional

segmantional services during peak periods i.e. Morning peak (8.00 to 11.00 hours)

and Evening Peak (16.00 to 20.00 hours).

The peak period services will be operated on the base routes, after the operations

are stabilized. These services are provided as supplementary services to the basic

services. Since Bus Operation is a new PT service, there is a need for phase wise

introduction of services. However, the planning needs are established and the

operations shall follow in due course of time.

b) Inter City Bus Link and Rail Link Services

Agra City is an Administrative and Divisional Headquarter of the region and the

District. The commuters to the city use either “Regional Bus” or “Rail” transport

systems. There is a need to provide link to facilitate inter modal co-ordination.

It is proposed to operate a few services to cater to these needs, after base

operations are stabilized. The need for planning such services is established, but the

operations shall follow later.

c) Special Services

In a growing city, with growth of service sector, academic institutions, centers of

trade & commerce & places of tourist interest, there is always a need for special

services, based on specific needs. Bus operation should have provision to meet such

demands. In the light of these demands, a provision is made to cater to such

demands, for example, operation of ladies’ special; hospital special; tourist specials

etc. Depending upon the requirement, the fleet could be augmented. However,

these services shall be implemented after the base routes are stabilized.


35

3.3 Routine and Frequency

3.3.1 Span of operations:

The span of operations is very important from commuters’ view point, as it decides

the service availability to them. Further, the span of operation also affects the

resource utilization and cost of operations. Hence the decision has to be very

rationale, as it affects every partner in the business of City bus operation i.e.

customers, operators, management besides the overall image of the Public

Transport System.

As Bus System is mainly operating its services on the high traffic corridors and major

traffic generating areas, the span of operation need to be long enough to

accommodate the demand of traffic. Thus it is proposed to have, the following span

of operations.

First Bus………05-30 Hours.

Last Bus ……… 23.00 Hours.

However, the traffic intensity will not be uniform through-out the span of operation.

For example, the peak hour traffic, of the urban areas, both in the morning and

evening period warrants additional frequency of services to match the demand.

The early morning operations from 05-30 Hours to 06-30 Hours and late night

operations from 21-30 to 23.00 hours shall be “Slack Period” operations with

reduced frequency instead of normal frequency.

Since school timings in Agra are from 7.00 to 12.00/14.00 Hours, there is a need to

restore to normal frequency from 6.30 AM onwards, to enable student traffic to

make optimum use of public transport.

Considering, the demand of traffic, the span of operations could be broadly

categorized into the following periods.


36

Sl. No. Period Traffic Intensity Service Provision

1 5.30 to 6.30 Hours Slack Reduced Frequency

2 6.30 to 13.30 Hours Normal/Peak Standard/Additional Frequency


4 15.30 to 21.30 Hours Normal/Peak Standard/Additional Frequency


During the peak periods, truncated trips could be planned to accommodate

clearance of direct traffic between given O-D pairs i.e. point-to-point services,

depending upon traffic demand.

3.3.2 Fleet Requirement for Operations:

The fleet required for the operation of buses on a specific route is worked out by

using the formula

Number of buses = 2(Running Time in min. for one side + Lay off Time in min for one side)

--------------------------------------------------------------

Frequency in min.

Assumptions made:

Average Journey Speed on Urban Routes Radial and circular = 15 Km. per hr

Average Journey Speed on Sub urban Routes = 22 Km. per hr

A detailed fleet requirement on Proposed Routes is given in Table 3.5 and Table 3.6.

Table 3.5: Route wise requirement of Fleet for Urban Services

Sr. No.

Route Details Route Length In Km.

Frequency in

Minutes

Running Time (Min)

Stand Time (Min)

No. Buses Required on route

1

Agra Fort Bus- Baluganj-Agra Cantt.-PWD Inspection House Idgah Bus station Pratapura-Collectorate-Kothi Meena Bazar-Jaipur House-Saket Colony, Bodala Marg-Shashtripuram

16 20 64 15 8

2

Agra Cantt.-PWD Inspection House -Hotel Agra Ashok-Commissioner Office-Hotel Haward-Taj View-T.D.I Mall-Shilpgram

10 20 40 15 6


37

Sr. No.


Frequency in

Minutes

Running Time (Min)

Stand Time (Min)


3

Agra Fort-Olia Road-Baluganj Police Chauki-Commissioner Chauraha-C.T.O-Head P.O. Sadar Bazar, Collectorate-Hari Parwat-Sursadan-Bhagwan Takij-Sultanganj Pulia-Kamala Nagar

20 20 80 15 10

4

I.S.B.T.-Bhagwan Takij-Sultanganj Pulia-Jal Sansthan-Jeevani Mandi-Agra Fort Bus Station-Baluganj-Agra Ashok Cantt. Railway Station, Pratappura-Collectorate-Packuiya-Kothi Meena Bazar-Saket Colony-Shahganj-Bodala Road-Ramnagar Pulia-Bodala Chauraha-Shashtripuram-Sikandra-I.S.B.T. (Mudrika Sewa)

30 20 120 15 14

5

Agra Fort-Agra Ashok Cantt. Railway Station -Pratapura-Collectorate-Subhash Park-Raja Mandi Chauraha-HariParvat-Sursadan-Bhagwan Takij-Sultanganj Pulia-Kamala Nagar Balkehwar Temple

19 20 76 15 9

6

Agra Fort-Olia Road-Agra Kila-Jamuna Kinara-Jeevani Mandi-Water Works-Kamalanagar-Sultanganj Pulia-Bhawan Takij-Dayal Bagh and Back

16 20 64 15 8

7

I.S.B.T.-Bhagwan Takij-Sultanganj Pulia-Jal Sansthanm, Ramnagar Junction Agra Fort-Baluganj-Pratappura-Namner-Iedgah Bus Stand-Arjun Nagar Tiraha-NowaMil

17 20 68 15 8

8

Agra Fort-Olia Road-Kila-Jamuna Kinara-Jeevani Mandi-Water Works-Rambagh Chauraha-Trans Yamuna Colony-Kalindi Vihar-Sofuta Road-Foundry Road-Rambagh Chauraha-Water Works-Jamuna Kinara-Agra fort-Agra Fort Bus Station

21 20 84 15 5

9

Agra Fort-Olia Road-Kila-Shahjahan Garden-Purani Mandi-Taj View-Amar Hotel-Vibhav Nagar-ShamshaBad Road-Radio Station

12 20 48 15 6


38

Sr. No.


Frequency in

Minutes

Running Time (Min)

Stand Time (Min)


10

Transport Nagar, Bhagwan Talkies.Naai ki Mandi, Collectorate,Agra Cantt.t Rly Stn, ldgah bus stand, Rui Ki Mandi, Alamganj,Transport Nagar

20 20 80 15 10

11

Cantt. Rail Station PWD inspection House , idgha Bus station,Collectorate, Agra College, S N Hospital (Shahid Bhagat Singh Road) , Hospital Road, Akbari Maszid, Phawara Bazar, Jankai Das Sava Sadan, Garhia AzamKhan, Agra University, Sultani Ganj and Work Works Crossing

11 20 44 15 6

12

Nunhai to Nagla Prithvinath via Industrial Estate, Nagla Balchand, Nawal Ganj, Idmad-ud-aula, Yamuna bridge (Moti bagh), Chatta Bazaar, Vaikunthi Devi Degree College, Agra Fort, Mantola, Nai Ki Mandi, Panchkuia, Shahganj, Dhoripura, Gyaspura, Nagla Prithvinath

10 20 40 15 6

13

Shastripuram to Bijlighar Bus Station via Vodla Marg, Krishna Nagar, Ramnagar, Lohamandi, Hanuman Nagar, Naubasta, Rajamandi chauraha, Bageshwarnath Temple, Gharia Azamkhan, Agra Railway Station, Belanganj, Kachahari Ghat, Pipal Mandi, Agra Fort, Subhash Nagar, Mantola, Bijlighar

11 20 44 15 6


39

Table 3.6: Route wise requirement of Fleet for Sub Urban Services

Sr.

No. Route Details

Route

Length In

Km.

Frequency

in Minutes

Running

Time

(Min.)

Stand

Time

(Min.)

No. Buses

Required on

route

1 Agra (Idgha Bus Station) –

Fatehpursikri 27 30 74 45 8

2 Agra Fort –Saiyaan- Khairgarh 39 45 106 45 7

3 Agra (Fort) - Shamshabad 23 30 63 45 7

4 Agra (Fort) - Fatehabad 23 30 63 45 7

5 Agra (Fort) - Ferozabad 44 45 120 45 7

6 Agra - Sadabad 34 45 93 45 6

7 Agra Fort Bus Station -

Tundla Railway Station 27 30 74 45 8

8

Agra Fort Bus Station –

Devri- Naglapatam-

Iradatnagar

27 45 74 45 5

9 Agra Fort Bus Station –

Vichpuri-Achnera 40 45 109 45 7

10 Agra Fort Bus Station -

Farehae 34 45 93 45 6

11 Agra -Mathura 58 30 158 45 14

12 Agra - Khandoli-Maie-

Bisawar 40 45 109 45 7

13 Agra – Etamadpura-Barhaan 22 30 60 45 7

The total fleet requirement works out to be 198 in order to operate all the routes

with desired frequency levels. City authority, after taking in to account all the

factors, may decide to operate all urban routes and most of suburban routes except

few urban routes like 10, 12 and 13. With these frequencies, the passengers shall

have assured supply within reasonable waiting time. It will ensure good ridership on

the Bus System.

The proposed routes for operation of buses have been developed keeping in view the

present market scenario stakeholders interest and apprehensions has been duly

accounted for while developing a route. However, the SPV while operating the buses

will have to take into consideration to modify the proposed route depending upon

specific requirements of commuters. Such requirements may be seasonal, may be for a


40

limited period may be associated with festivities or otherwise. The public transport shall

thus fully serve its intended purpose.

3.4 Point to be consider

Before starting the city bus operation city authorities need to resolve the following

issues:

1) Rerouting the IPT modes

2) Junction and Road improvements

3) Removal of encroachments –roadside and from bus stops

4) Identification of the land for end and mid terminals.


41

4.0 Capital Cost, Financial Viability and Assistance Sought under JnNURM

4.1 Type, No. and Cost Estimates

MoUD, GoI has sanctioned a total number of 200 buses under five categories for

Agra city. The Type, Number and Cost of buses sanctioned is as given in Table 4.1

below.

Table 4.1: Type, No. and Cost of Buses

Amount in (Rs. Lacs)

Particulars


Floor 650mm Floor Height Non AC CNG

Bus

Fully Built Low Floor

400mm Floor Height AC CNG Buses

Fully Built Low Floor 400mm Floor Height NON AC CNG

Buses

Chassis 830 mm

CNG

Chassis Mini CNG

No. of Buses 30 10 10 75 75

Cost of Bus (Per Unit) 39.79 62.45 50.50 23.53 15.20

Cost of ITS Component (Per Unit) 3.00 3.00 3.00 2.50 2.00

Gross Cost Per Bus (Bus + ITS) 42.79 65.45 53.50 26.03 17.20

Cost for Fleet of Buses (Bus + ITS) in each category 1283.59 654.49 535.05 1952.18 1289.78

4.2 Break up of Cost per Bus

Cost of Bus (Per Unit) is inclusive of excise duty, education cess, VAT, freight charges

and entry tax.

Cost of ITS Components is inclusive of VAT and service tax.

Table 4.2 below shows the Breakup of the Cost of the Fleet of Buses.


42

Table 4.2: Break up of Cost per Bus


Particulars



Bus


400mm Floor Height AC CNG Buses


400mm Floor Height NON

AC CNG Buses

Chassis 830 mm CNG

Chassis Mini CNG

Basic Price (BUS) 31.21 50.70 41.00 10.50 7.06

optional cost for

extra attachment 1.41 0.00 0.00 0.00 0.00

Cost of Fabrication

10.50 6.50

Excise Duty 2.57 4.12 3.33 0.85 0.57

Cost of Bus (Inclusive

Excise Duty) 35.18 54.82 44.33 21.85 14.14

Edu Cess@ 3% 0.00 0.12 0.10 0.03 0.02

VAT @12.5% 4.26 6.87 5.55 1.42 0.97

Freight Charges 0.00 0.02 0.02 0.10 0.00

Entry Tax@ 1% 0.34 0.62 0.50 0.13 0.08

Cost of Bus (Incl. of

all Taxes) 39.79 62.45 50.50 23.53 15.20

Basic Price (ITS) 2.72 2.72 2.72 2.23 1.75

VAT 0.06 0.06 0.06 0.06 0.05

Service Tax 0.22 0.22 0.22 0.22 0.21

Cost of ITS 3.00 3.00 3.00 2.50 2.00

Total Cost (BUS + ITS) 42.79 65.45 53.50 26.03 17.20

4.3 Funding Pattern

As per JnNURM guidelines, the capital cost of the sanctioned buses is proposed to be

funded jointly by Govt of India, Govt. of Uttar Pradesh and Uttar Pradesh State Road

Transport Corporation. Table 4.3 below shows the Funding pattern for purchase of

different categories of buses and total share of the aforesaid. It has been assumed


43

that State Govt. will waive or reimburse the different types of taxes levied on

purchase of buses as has been asked by GoI.

Table 4.3: Funding Pattern


Particulars %age Share


Floor 650mm

Floor Height Non AC CNG

Bus


400mm Floor Height

AC CNG Buses


400mm Floor Height

NON AC CNG Buses

Chassis 830 mm CNG

Chassis Mini CNG

Total

Govt. of India

50% 568.56 287.70 235.26 903.12 595.57 2590.20

Govt. of Uttar Pradesh

20% + Taxes

373.89 194.17 158.64 507.19 336.86 1570.76

UPSRTC 30% 341.14 172.62 141.15 541.87 357.34 1554.12

Total 1283.59 654.49 535.05 1952.18 1289.78 5715.08

The total Investment required for the project comes to approx. Rs 5715.08 Lacs.

The objective of this initiative is two-fold. First, it will provide better bus services to

the existing public transport users including (mini buses, tempo etc). Second,

reducing the number of motorized trips in the city as improved bus services will

attract a significant.

4.4 Assumption for Financial Analysis

For the purpose of estimating the Financial Viability of the project, various

assumptions regarding calculation of operational cost and operational revenues for

different types of buses is taken in to consideration. Table 4.4 below shows the basic

assumptions considered for calculation of operational cost and the basic

assumptions considered for calculation of operational revenues are given in point

4.6.


44

Table 4.4: Basic Assumption for Calculation of Operational Cost

S. No.

Particulars


Floor 650mm

Floor Height Non AC CNG Bus


400mm Floor

Height AC CNG Buses


400mm Floor

Height NON AC CNG Buses

Chassis 830 mm

CNG

Chassis Mini CNG

1 LIFE OF BUS 10 10 10 8 6

2 VEHICLE UTILIZATION Operated Km per day (in KM) 230 210 210 230 180

Operation for No. of days in a Calendar year (in Days) 360 360 360 360 360

3 FUEL COST Fuel (Rs. Per Kg.) 35 35 35 35 35

Mileage of bus during 1st year of operation (in KMPKG) 3.5 2.27 3.10 3.92 5.25

Deteriorating factor in fuel efficiency per year (in KMPKG) 0.02 0.02 0.02 0.02 0.02

4 CREW COST

No. of Crew members per Bus 6 6 6 6 6

Wages per day per staff member (in Rs.) 250 250 250 250 250

Annual Increment in Wages 5% 5% 5% 5% 5%

5 LOAN AMOUNT AND REPAYMENT

Loan Amount (in Rs. Lacs) 341.14 172.62 141.15 541.87 357.34

Rate of Interest (per annum) 10.50% 10.50% 10.50% 10.50% 10.50%

Loan Repayment Period (in Years) 5 5 5 5 5

Frequency of Payment Monthly Monthly Monthly Monthly Monthly

6 ANNUAL MAINTENANCE COST

Range of AMC Charges Per KM (For 1st Yr. to last year) (in Rs.)

3.00 to 13.60 3.40 to 15.6 3.20 to 14.7

2.75 to 7.60

2.00 to 4.50

Average of AMC Charges Per KM (in Rs.) 8.55 10.01 9.47 5.02 3.25


45

4.5 Operation Cost per Km

Based on the above assumptions, the calculations regarding the estimation of

operation cost per km for different type of buses is made. Table 4.5 below shows

the range of per km operation cost for life cycle and average cost of operation per

km for the different types of buses.

Table 4.5 Operation Cost per Km and Average per Km Cost for Life Cycle of Buses

Particulars



Bus


400mm Floor Height AC CNG

Buses

Fully Built Low Floor 400mm Floor Height NON AC CNG

Buses

Chassis 830 mm

CNG

Chassis Mini CNG

Range of Per KM Cost (in Rs.) 26 to 35 36 to 44 30 to 39 22 to 27 19 to 21

Average Per KM Cost (in Rs.) 30 40 40 25 20

4.6 Basic Assumptions for Calculation of Operational Revenue

Life cycle of the various categories of the buses:

Fully Built Semi Low Floor 650mm Floor Height Non AC CNG Bus: 10 years

Fully Built Low Floor 400mm Floor Height AC CNG Buses: 10 years

Fully Built Low Floor 400mm Floor Height NON AC CNG Buses: 10 years

Chassis 830 mm CNG: 8 years

Chassis Mini CNG: 6 years

Crew size per bus: 6

Average Load Factor (LF): 65%

Fare has been revised at a constant rate of 5 percent in every year


46

Based on the above assumptions, the calculations regarding the estimation of

operational revenue per km for different type of buses is made. Table 4.5 below

shows the range of per km operational revenue for life cycle and average

operational revenue per km for the different types of buses.

Table 4.6 Operational Revenue per Km and Average Per Km Revenue for Life Cycle of Buses

Particulars



Bus


400mm Floor Height

AC CNG Buses


400mm Floor Height

NON AC CNG Buses

Chassis 830 mm CNG

Chassis Mini CNG

Range of Per KM Revenue (in Rs.) 19.5 to 30.25

19.5 to 30.25

19.5 to 30.25 18 to 25.32

15.3 to 19.52

Average Per KM Revenue (in Rs.) 24.52 24.52 24.52 21.48 17.34

4.7 Viability Gap

After assessment of the Operational Cost and Revenues for life cycle, it can be

concluded that city bus operation is not viable through operational revenue. As per

the assessment, the total annual viability Gap from the operation of different types

of buses will vary between Rs. 2.95 Cr. to Rs 11.10 Cr during the life cycle operation

of the buses.

The Grant from the Government of India for the purchase of buses results in

bridging the viability gap to a certain extent and also provides the opportunity to

improve the city bus services. However, it is an acknowledged fact that Urban

Transport cannot sustain solely on the basis of fare box revenue and needs to be

cross subsidized through non user revenues. This gap can be bridged through

creation of Urban Transport Fund (UTF) from various sources as detailed out

elsewhere in this report.


47

5.0 Bus Specification and Repair and Maintenance Strategy

5.1 Bus Specifications

UPRSTC has purchasing the 1310 fully built buses and chasis for all seven Cities. The

specifications of low floor and semi low floor buses are as per the “Urban Bus

Specifications” guidelines given by MoUD and as per DPR submitted to MoUD, GoI.

The details of the Buses are given below in Table 5.1.

Table 5.1 : Details of the Buses purchased

Sr. No. Details of the Bus Make and Model Number of Buses

1 Fully Built Semi Low floor 650 mm Floor Height Non AC CNG buses

Ashok Leyland ALPSR 5/9

100

2 Fully Built Low floor 400 mm Floor Height AC CNG buses

Tata Marcopolo LPO 1623

35

3 Fully Built Low floor 400 mm Floor Height Non AC Diesel buses


30

4 Fully Built Low floor 400 mm Floor Height Non AC CNG buses


50

5 Fully Built Semi Low floor 650 mm Floor Height Non AC Diesel buses

Tata LPO 1618 70

6 CNG BS III 900 mm Floor Height

Tata LPO 1613/55 265

7 Diesel BS III 900 mm Floor Height

Tata LPO 1512/55 180

8 Diesel BS III Mini Bus Tata LP 712/42 230

9 CNG BS III Mini Bus Swaraj Mazda ZT54EDELWB- NG Euro-

III

350

UPSRTC has purchased 35 Fully Built Low Floor 400 mm AC CNG buses, 50 Fully Built

Low Floor 400 mm Non AC CNG Buses, 30 Fully Built Low Floor 400 mm AC Diesel

Buses, 70 Fully Built Semi Low Floor 650 mm Non AC Diesel Buses, 100 Fully Built


48

Semi Low Floor 650 mm Non AC CNG. In addition to this 1025 Chassis have been

Purchased and Body Building work are being done by UPSRTC in house.

The specifications cover the main end use based design features of various floor

height city operation bus for transportation of passengers mainly in city. The bus

design shall be energy efficient, environment friendly, safe and reliable besides

meeting all statutory, legal and other requirements, as also those related to easy

passenger accessibility including for persons with disabilities, passenger comfort,

driver’s work place, internal and external aesthetics, ease of repair and maintenance

etc.

The bus specifications envisage compliance with all applicable Central, State and

local laws (including Acts, Rules & Regulations). These shall include, but not be

limited to, the Disability Act 1995 as amended till date as well as state and local

accessibility, safety, emission and other requirements”. The bus shall meet or

exceed the Central Motor Vehicles Rules (CMVR) of India / Safety Norms, Emission &

other norms applicable at the time of supply. In the event of any conflict between

the requirements emanating from these specification and those as per any

statutory/legal, etc in force, the superior/ higher requirements/standard shall

prevail.

5.2 Maintenance Strategy

5.2.1 Repair and maintenance functions

The requirement of facilities for repair and maintenance are based on two broad

categories of functions- one that relates to idle bus parking; preventive maintenance

and servicing; replacement of defective vehicle aggregates by serviceable ones;

running repairs of buses including on road bus failures; periodic road worthiness

certification; emission checking and fuelling of buses; etc. and two - that relates to

major repair / overhauling of buses; major reconditioning of bus aggregates; repair

of accidental buses; refurbishing of bus bodies; production and or procurement,

storage, distribution of spares / aggregates etc, for efficient discharge of the


49

functions at one. The functions detailed at one are performed at the bus Depot and

those at two are performed at the central workshops. The system as a whole is

termed as a two tier R & M system.

5.2.2 Repair and Maintenance System Facilities

Bus R & M system related facilities comprise of Bus depots, bus aggregates

reconditioning / bus body repair workshop, tyre retreading workshop, bus body

fabrication facility.

Bus Depot

A bus depot not only serves as an idle parking facility for buses but also houses

facilities for day to day servicing, repair and maintenance of buses besides providing

space for administrative and operations planning, monitoring and control activities.

A 100 bus fleet per bus depot for urban operations is equipped with all the facilities

necessary for staff strength of over 500 employees besides the workshop

equipments and gadgets.

Optimum utilization of the depot facilities occurs for a fleet size of about 100

vehicles. Till such time however requisite facilities are created existing depot

facilities, in conjunction with some out sourced facilities of bus manufacturers, be

utilised even at the cost of over stressing such facilities.

As the Bus operations are spread over large areas of the city, bus depots need to be

located in such a manner as to minimize incidence of operating dead kilometres

between the depots and the points of origin / termination of bus trips.

For the above requirement it is proposed to acquire adequate land area of about 3-4

acres size each(for a bus fleet size of about 100 buses in each depot to provide for

future expansion needs), for depots, in the suburbs / municipal areas of City not far

away from the operational areas, at institutional rates.


50

Workshop for reconditioning bus Aggregates / retreading of tyres and major repair

& Maintenance of buses

For efficient operation of bus based transit system, a unit replacement based two

tier repairs and maintenance system is generally followed. The lower level of the

said system comprises of the depot activities inter alia involving replacement of

defective/worn out aggregates or units by serviceable ones available as float in the

depots. Such an arrangement not only reduces vehicle down time but also ensures

proper quality of reconditioning of the failed units using specialized skills and

equipments at the fully equipped workshops. These workshops, also termed as

central workshops, constitute the second tier of the repair and maintenance system.

These workshops are equipped with a variety of machinery, equipments, gadgets,

tools and other inspection and testing facilities and are appropriately manned by

highly skilled manpower to undertake quality reconditioning of the units. These

workshops normally replicate the production system using a blend of retrieved,

repaired and new spares to produce a fully serviceable unit from out of the failed

ones.

A workshop for the above fleet levels supporting all of the tier two activities requires

a land area of about 7-10 acres with about one third build up space for housing all

the facilities in a systematic and efficient manner. The workshop shall also have

provision for tyre retreading facilities and major bus body repairs to support the said

fleet levels.

Accordingly about 2 bus depots cum work shops will have to be made available to

meet the requirement of above fleet size.

5.2.3 Annual Maintenance Contract

For the smooth flow of City Bus operation UPSRTC has planed single window

complete workshop solution under the one roof. It has been planed to out source

the completed Repair and maintenance system through comprehensive Annual

Maintenance Contract.


51

The comprehensive AMC includes consumables, spare parts, type of replacement of

assemblies/sub-assemblies, systems, A.C. Plant & accessories etc. preventive/

docking maintenance, normal wear tear, major repairs/over-hauling and break

downs as well as accidental repairs (mechanical & body), tyre cut/damage, broken

lights and routine body repairs etc. for complete buses. In addition to this upkeep of

bus including tyres and body will also be covered in the AMC

Periodical maintenance of buses including AC plant & sub assemblies will be done as

per the procedure laid down in Maintenance Manual of Vehicle manufacturer, tyres,

AC Manufacturer & Sub assemblies manufacturer(Including use of required spares,

tyres, Oil & Grease, Coolant, Refrigerant etc.)

It has also plan that the Bus wise AMC shall be on regular basis to ensure at least

95% availability of buses during first two years and 92% availability after two years

till AMC. Failure to arrange for an immediate repair/maintenance to keep required

percentage of availability of fleet, penalty provisions will be applicable.

It has also plan that the Workshop space and minimum civil infrastructure will be

provide by city level SPV and all other required tools, plants and machineries shall be

provided by AMC service provider.

Accordingly, a Notice Inviting Tender for procurement of AMC Service provider for

the City on competitive basis was issued on 28th August, 2009. The tender are due

for submission by 22th September, 2009. The copy of said NIT has enclosed as

Annexure 5.1.


52

6.0 Infrastructure Arrangements for City Bus Operation

6.1 Introduction

The bus terminals, Bus Station, Bus Stop and bus depots are the contact points

between the customers and the bus system. The terminals and depots create an

impression, amongst public transport users nearly as significant as its vehicles and

quality of services. Hence, it is very important to provide best of the services at the

bus terminals and bus depots.

6.2 Functions of Bus Terminals, Stations & Bus Stops

Bus terminals perform mainly the following functions, which need to be considered,

for their design and settings along with other characteristics:

Provide a facility for stoppage of buses to facilitate fast, safe and convenient

boarding and alighting of passengers including the persons with disabilities.

provide passenger information regarding ‘arrivals’ and preparation of services,

Provide seamless integration of trips by facilitating easy transfer/ interchange

amongst passengers traveling by various modes, perhaps involving trunk and

feeder services as well as amongst trunk services themselves.

Provide facilities for sale of tickets/verification of fare payments,

Provide sheltered space along with basic conveniences for waiting passengers

Facilitate change of mode of journey by providing adequate parking spaces for

cars, two wheelers, IPTs and other PTS vehicles.

Act as information centers for passengers, tourists, and first time visitors to the

city, through supply of route maps, travel guides, hotels, etc

Act as a catalyst for planning high density land use –being points of easy

accessibility for large number of passengers thereby becoming favorable

locations for residential colonies, offices, shopping complexes etc of high

commercial value.

Other aspects relating to their functioning are:

Places for accumulation of trips from different origins and destinations


53

Places for crew change/restrooms and management

Points of physical integration with other modes

Sources of revenue earning through commercial exploitation of their structures

and other spaces,

Act as multi-use, multi-activity complexes

6.3 Possible Locations of Bus Terminals and Bus Depots

For operation of 200 City Buses at least Three –Four land pockets are (1Ha -2 Ha.

each) required in different parts of the City for the construction of the Bus depots

and bus terminals. The various feasible land pockets for the operation of 200 buses

were discussed by UPSRTC, with the local Municipal Corporations and Development

Authority officials. The details of these lands are given below:

S.No. Name of the site Area Ownership Remarks

1. Near ISBT 3-4 acre The Site is suitable for Bus Terminal cum Bus depot because it is located near the ISBT terminal and Mother Station of CNG.

2. Fort Bus Station/Bijli Ghar Bus Station

2000 Sq m UPSRTC The site is only Suitable for Bus Terminal

3. Shashtripuram 3-4 acre Land is reserved for

ISBT

The Site is suitable for Bus Terminal cum Bus depot

6.4 Various types of the activities proposed to be carried out at terminals sites

a) Parking and Maintenance of buses

It has planed that UPSRTC /City Level SPV will construct Bus Terminal cum Bus depot

to carry out various activities related to parking and maintenance of buses. These

activities are:


54

Maintenance bays & washing platform

Administrative block

Security

Bus Parking Area

Amenities for Crew- Toilets, rest rooms

Water Supply and Sewerage

Storm Water drainage

Electric room and lighting

Fuel filling station

Rooms for spare parts

b) Passenger Amenities

The large volumes of passengers and vehicles at the bus terminals need a variety of

public amenities and facilities like:

Passenger platforms to board and alight

Waiting lounges

Basic shopping an commercial facilities

Utilities, services and amenities

Audio video passenger information systems

Ticketing facilities, enquiry booths etc.

Restaurants and snack bars, tea stalls and soft drink kiosks,

Parking spaces for Idle buses, IPT vehicles etc.

Parking spaces for vehicles of 'park and ride' passengers

Office and other commercial complexes


55

Citywide bus route maps and guide maps

Night parking and garaging facilities for bus fleet to facilitate early morning trips

without any dead mileage

Infrastructure facilities so as to provide enhanced services to the users (like

ATM's etc.)

c) Commercial use of Parking Land

It has also plan that UPSRTC /City Level SPV will develop the terminal/Depot on a

commercial format through private sector preferably on PPP format, In order to

meet out the development cost of terminal and cost of bus operation along with

other expenses.

6.5 Status of Land for Bus Terminal and Bus Depots

A decision was taken at State Government level on 29th July, 2009, that Urban Local

Body (ULB) will give the land to the City level SPV on nominal Lease basis. The

meeting was headed by the Principal Secretary, Urban Development Department,

and Principal Secretary, Transport, Managing Director, UPSRTC, local city

representative were also presented. The MD, UPSRTC and Principal Secretary Urban

Development has already issued the letter to the Development Authority. The local

officials of the UPSRTC, officials of Municipal Corporation and officials of the

Development Authority are in the process of identification of the land pockets at

various locations in the city. The following conditions may form an integral part

while transferring the terminal lands to City Level SPV.

Allow UPSRTC /City Level SPV to create required physical infrastructure to carry

out above indicated activities.

Any other activities required in future for making City Bus operation technically

and financially viable.


56

6.6 Bus Stops and Bus Stations/Sub Terminals

Besides the main terminals, there is need to provide bus stops at an average

distance of about 0.5 km all along Bus route. Further, depending upon the intensity

of travel demand and need for integration of services involving frequent passenger

transfers, at least 5 bus stations at suitable locations on the basis of volume of traffic

catered to by these bus stops are planned.

The locations of proposed stations are

1) Collectorate

2) Bhagwan Takij

3) Water Works Crossing

4) Agra Fort

5) Cantt. Railway Station

Bus stops are the most frequently used elements of the transit by the public. They

are planned to be simple shelters with the provision of:

An appropriately designed bus bay(s) for stoppage of buses and with platform

for convenient boarding and alighting of commuters including those with

disabilities.

Covered roof,

Proper sitting space for passengers,

Adequate space for displaying passenger oriented information

Suitable space for display of commercial hoardings to generate revenue

An area to house telecommunication gadgets for vehicle tracking, etc.

A sturdy structure to support the above

Space for easy ingress and egress of commuters from the bus stops.


57

Bus Stations on the other hand provide all the above facilities for larger commuter

volumes besides the following:

Railings around the station area for controlled access of commuters

Fare verification/ticket vending equipments and commuter channelising facilities

Space for Electronic boards to display passenger information/hoardings,

Space for kiosks for sale of items of passenger requirement such as maps, route

guides, books, snacks and packaged drinks, etc.

Other facilities of commuter use, conveniences and safety

It is planned that all the Bus Stop and Bus Station will be constructed by SPV on PPP

basis.

The above requirements are summed up as under:

Terminals - 3

Stations - 5

Stops - Average at 0.5 Km. along the Bus Routes


58

7.0 ITS and Control Systems

7.1 Introduction

Intelligent Transport Systems (ITS) comprise of wide range of tools for managing

transport networks, as well as services for travelers, also called "Transport

Telemetrics". ITS tools are based on three core features; information,

communication and integration. The collection, processing, integration and supply of

information are at the heart of ITS. Whether offering real time information about

current traffic conditions for a network or on-line information about journey

planning, ITS tools enable authorities, operators and individual travelers to make

better informed and more intelligent decisions.

The ITS) applications are specific to improving the efficiency and user friendliness of

public transport system. These include improved information systems to

disseminate time tables, fares and ride sharing information more conveniently to

users through internet and media; automated fare collection system which

eliminates the need for exact change and Automatic Vehicle Location (AVL) system

for fleet management, security and communicating exact arrival and departure

times of different buses.

Public Transport information includes providing reliable information about

timetable, connections, fares etc. through internet, interactive kiosks, telephone

inquiry stations which will give an incentive to commuters to make a switch from

cars to public transport. Public Transport information systems need lot of

investment in ITS infrastructure. In cities like London and Paris real time

information about arrivals and departures is becoming commonplace. Systems

also advise traveler of the best route to their destinations through complex

networks.

Public transport fleet management and logistics can be made available by the

use of AVL, which allows the operator to track vehicles and take action if vehicles

are running off schedule. Besides ITS can provide public transport operators with


59

various important traffic data, monitoring of fleet to provide early warning of

vehicle breakdown operational planning, staff and financial management; as well

as demand for services.

Public transport priority refers to giving priority to public buses over other traffic

by integrating the operations management system with the urban traffic control

system. The traffic light controller can extend the green phase of light signal to

enable buses or emergency vehicle to pass through intersections with minimum

delay. This can be done via inductive loops under the road beacons or GPS

interacting with transponders in the bus.

ITS needs for the system would broadly fall into the following categories:

1) Bus Applications Design

2) Passenger Information Systems (PIS)

3) Management Information Systems (MIS)

4) Central Control Facility

5) Fare Collection System

In the wake of acquiring new buses for introducing public transport within the city,

City would require to install ITS and Control system facilities. Developing an ITS and

control system station is a time consuming process which requires a great deal of

investment and system organization, it is thus proposed that the city will set up its

control centre in phases. The following would be covered initially:-

On the vehicles

a) GPS and Data Logger Facilities to be installed over the buses. The system would

record latitude, longitude, fuel consumption data (optional), with time stamp so

as to be able to facilitate computation of stoppage data, speed data, distance

covered, route deviation, stoppage deviation, skipping of scheduled stoppages,

and provide passenger information like next bus queue shelter, expected time to

arrive at next bus queue shelter, etc., and any other data mentioned earlier.


60

Standard GPS, offering an accuracy of +/- 10m has proved to be more than

sufficient for the purpose for general route control and management and same is

proposed to be used.

b) LED display in vehicles capable of providing information of current location of

bus and the next stop and having a visibility of about 10 meters with eye.

Character height will be displayed on the screen at a time. Scrolling is possible.

c) Automated announcement facilities on the bus to inform the current position of

the bus, next stoppage and time left to reach next stoppage.

d) A modem/GSM based transceiver for maintaining contact between the bus

driver and control centre

e) Fuel sensor to provide correct information regarding the fuel consumption per

kilometer, fuel theft, etc.

At the bus stops

a) LED display at bus shelter which has single line display with 16 characters at a

time with scroll with a character height of minimum 30mm. The displays shall

provide a wide range of message display attributes including as a minimum

horizontal and vertical scrolling; character flashing; reverse polarity (black on

amber or other colours if specified); Alternate fonts (e.g. wide); and Full ASCII

character set. All passenger displays shall be capable of showing the information

on departure sequence number; route number; destination; scheduled

departure time; predicted time to arrival (minutes) where there is not a

scheduled layover at this stop; predict time to departure where there is a

scheduled layover at this stop (Cross Trip Prediction); current time (hh:mm);

operational messages e.g. .Delayed.; and other pre-programmed messages.

b) Communication interlink system for maintaining communication between the

bus stop and control centre


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At the control station

The components of the control center are :

a) Communication centre (GSM/CDMA/GPRS based)

b) GIS Application Software

c) Other hardware and software requirements at the control centre.

The central control system shall have suitable facilities for detecting and reporting

malfunctions and failures of system elements without continuous supervision. The

system shall include a comprehensive, efficient and user-friendly database

configuration management tool, for managing the process of entering/changing

data, verifying the data, testing the data, activating the data in the live data set,

distributing the live data set around the whole system (including the vehicle fleet)

and withdrawing the data. The tool shall enable the number of routes covered by

the system to be increased with minimal disruption to the settings of previously

configured routes. In addition to the above mentioned ITS Facilities, it is proposed

that the following to be included at a later stage in the second phase for a more

comprehensive ITS environment for public transport system management and

control in the city.

7.2 Management Information System (MIS)

It is also proposed that a MIS will be introduced covering the following:

For each bus trip

Assigned trip number (for database linking)

Route number

Name and employee number of the driver and conductor

Registration number of the bus used

Arrival and departure times at each bus stop and terminal

Stop and start times at each traffic light point

Kilometer reading at the commencement of each trip


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Kilometer reading at each bus stop, traffic light point and any other point at which bus stops for more than 5 seconds

Kilometer reading at the end of the bus trip

No. of passengers boarding and alighting at each stop

Tickets sold and fare collected between each bus stop and its previous stop

Total fare deposited at the end of each bus trip (or each day of operations by a bus)

Traffic light violations, if any

Over speeding at any point

For each Bus

Registration number

Chassis number

Engine number

Year of purchase

Details of date wise fuel filled in

Details of date wise lubricants filled in

Details of tyre changes

Details of battery changes

Details of changes in other parts

Details of date wise repairs carried out

Details of date wise trips undertaken (trip number to be given for linking to bus trip data on a relational database)

Total kilometers logged

7.3 Fare Collection System

Technology for Fare Collection should be capable of the following:

Avoid over travel possibility on payment of lower tariffs

Establish data transfer links between the ticket vending system and control

centre


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Generate Management Information System (MIS) for trip-wise/route wise /

duty-wise revenue collected, passenger flow, trend analysis (both physical

and financial trends) & decision making.

Enable PMPML to conduct routine appraisals of drivers and conductors

performance in terms of earning per kilometer (EPK), revenue collected, etc.

Analyze frequency / intensity of use of various ticketing instruments for

facilitating expansion of ticket issue centers

The proposed Fare Collection System for bus operations broadly comprises of the

subsystems discussed hereunder:

On board ticket vending and verification: Each bus is proposed to be provided with

hand-held Electronic Ticket Vending and Verification Machine (ETVM). The machines

shall be capable of verification of/charging from contact less cards, magnetic cards /

Smart Cards and other user tariff charging instruments such as the seasonal travel

passes, prepaid cards, single journey tickets, integrated tickets, etc issued earlier or

off board or by other mass passenger transport operators.

Additional ticket issue centers: Ticket Office Terminals (TOT) and Smart Card

distribution centers are proposed to be provided at Bus Terminals and the depots,

interchange points, Central Control Stations, pass issue center.

Concession Passes: A computerized student concession pass would also be

introduced which would be available at schools and colleges.


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8.0 Urban Transport Reforms

8.1 Introduction

In offering financial assistance to cities for purchase of buses, the Ministry of Urban

Development, GoI has required the following reforms:

Setting up of Unified Urban Transport Committee

Special Purpose Vehicle for city bus operations

Urban Transport Fund

Advertisement Policy

Parking Policy

Transit Oriented Development

Regulatory Mechanism for periodic Revision of Fares

Traffic Information and Management Centre

The following sections present how these reforms are proposed to be implemented.

8.2 Urban Transport Committee as UMTA

Unified Urban Transport Committee: In order to facilitate integration of transport

services holistically and pragmatically and as a part of guidelines issued by Ministry

of Urban Development (MoUD), Government of India (GOI) vide circular Do. No. K-

14011/48/2006-UT (Pt.) on 12th January 2009, Uttar Pradesh Government has taken

the decision for setting up the Institutional framework/ mechanism in form of State

level Unified Urban Transport Committee (which would be akin to Unified

Metropolitan Transport Authority) to coordinate the activities and functions of

multiple departments/organizations involved in complex structure of urban

transport.


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The Committee is likely to consist of the following members, namely:

a) Chief Secretary - Chairman

b) Principal Secretary/Secretary of the Urban Development Department

c) Principal Secretary/Secretary, Transport,

d) Principal Secretary/Secretary Public Works Department

e) Vice Chairman of the Development Authorities concerned

f) Commissioners of each of the Municipal/ urban local bodies concerned

g) Commissioners of Police having jurisdiction over the cities covered

h) General Manager/ representative of Indian Railways

i) Transport Commissioner

j) Member Secretary State Pollution Control Board;

k) Managing Director of the State Road Transport Corporation

l) Chief Town Planner

m) Two experts in urban transportation

n) Two representatives of public transport users

o) Two representatives of associations representing public transport operators, including Intermediate public transport systems

p) Any other person nominated by the State Government

The functions of the Committee would be the following:

(a) It would undertake coordinating planning and policy-making to facilitate

sustainable and efficient transport systems in each of the cities;

(b) It would identify specific projects that need to be made to ensure an

efficient transport system in the city and would direct the concerned

departments/agencies of the Government of Uttar Pradesh to take them up;

(c) It would ensure that all the agencies involved with different aspects of

urban transport in the concerned cities function in a coordinated manner to

ensure effective and efficient systems for the movement of goods and

people;

(d) It would take policy decisions with regard to the fare structures,

involvement of the private sector, etc.


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(e) It would take policy decision with regard to the financial support that the

State Government needs to provide for public transport systems in the cities

(f) It would take policy decisions with regard to establishment of an Urban

Transport Fund, including the sources of revenue for the Urban Transport

Fund, management of the Urban Transport Fund and utilization of its

balances

(g) It would take policy decisions with regard to the commercial exploitation of

land used for transportation purposes, such bus depots, terminals and bus

stops

(h) Provide overall guidance and advice to the concerned agencies responsible

for any of the aspects relating to urban transport in any of the cities

covered.

Urban Transport Directorate (UTD) & Urban Transport Cell : Uttar Pradesh

Government vide circular no. 1841/9-5-2009-83SA/2009 (Annexure-8.1) has taken

the decisions for setting up the Institutional framework/ mechanism for operation of

city bus services in a better way. A decision has been taken that the Urban Transport

Directorate will act as a secretariat for Unified Urban Transport Committee.

Government of Uttar Pradesh decided to create the following under the domain of

Urban Development Department:-

Urban Transport Directorate (UTD) : At the state level under the chairmanship of

special secretary and special secretary will be designated as Ex- officio Director in

UTD.

Urban Transport Cell (UTC) : At city level as a dedicated urban transport cell. The

Key Personnel's of the UTC are:

One Official from Town planning Department as Special Executive Officer

One Administrative officer of the rank of Municipal Commissioner

One Transport Planner

One officer from PWD of the rank of XEN for civil and maintenance related work.

One Traffic Engineer


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Stenographer, Office Superintendent, office assistant, and other support staff

The aforementioned Key Personnel's will be deployed either on deputation from

government department or on contract basis.

Functions of Urban Transport Cell

1. To carry out study regarding demand of Urban Transport in different cities of the

state from time to time.

2. Based on the aforesaid demand assessment, to decide

i. policies for transport arrangements

ii. suitability of different modes of transport for different routes and

iii. Scientific assessment of that transport system for formulation of policies,

assessment of technical basis for urban transport system

3. To assess requirement of new investment for urban transport system and how to

deploy infrastructure facilities which includes pedestrian path, roads, ways to

reduce congestion on roads, development of transport corridor and crossings,

assessment of development works of parking facilities in the city and

coordination to make these facilities available from concerned agencies which

also include inviting private investors.

4. To decide and formulate policies for framework for Transport management,

transport network, transport layout in urban areas.

5. Coordination on continuous basis with all the agencies involved with urban

transport and follow up/monitoring of schemes.

8.3 Special Purpose Vehicle

For operation of the city bus services, Government of Uttar Pradesh has decided to

create a Special Purpose vehicle (SPV) for each city. The features of the SPV are:

Equal stake of Urban Local Body, Local Development Authority and Uttar

Pradesh State Road Transport Corporation in SPV.


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Divisional Commissioner shall be the president of SPV.

Officer from Transport Corporation shall be deployed on deputation as

Managing Director for the initiation of the work.

UPSRTC shall purchase the buses as approved by MoUD, GoI under JnNURM and

transfer the same to the SPV upon its registration.

During the period, a "strategic partner" will be searched for the company (SPV)

constituted to operate the buses. A strategic partner may be a private company

or institution. The private institution will borne the investment to be made by

UPSRTC or equity capital of UPSRTC and local body shall be transferred to the

private institution against the aforesaid amount. Therefore, the Capital structure

of this company would be such that it would have 76% equity capital of private

institution and total 24% equity capital of development authority, Municipal

Council and UPSRTC together. In this manner, Urban transport in the cities could

be made better without investment of the state government.

Routes for the operation of buses will be given to the company (SPV).

Board of the company can independently decide the fare to be charged on

different routes, as per the requirement of the viability gap.

8.4 Urban Transport Fund

Sources of UTF

As cities and towns are the generators of national wealth, there is a growing

recognisation that the resources needed for urban development be generated from

within the urban economies by use of principals like "beneficiaries pay", "users pay"

and "polluters pay". Provision of public transport/transit facilities act as ‘facilitators’

and go a long way in triggering the multiplier effect in the city economy. As per the

guidelines of National Urban Transport Policy, an Urban Transport Fund is desired to

be set up to sustain and expand the transit operations (city buses) and to develop the

transit infrastructure (bus stands, terminals, inter-changes, depots, workshops etc).


69

A reasonable quality of service has to be maintained in order to encourage residents

to use public transport instead of private vehicles. From domestic and worldwide

experience, we know that as the fares are regulated, City bus operations would be a

loss making proposition from operations point of view. There would be a viability gap

and hence, non –operational revenues and state support would be required to bridge

the gap.

An Urban Transport Fund at State and City level has to be created to support Public

Transport system. The State Government is actively considering the possible streams

for this fund as :

A) Cess/Tax/additional duty

1) Cess on fuel: A small cess of 50 paise per litre can be is levied, with

amendment to the Act.

2) Higher Registration Charges on private vehicles

3) Rationalization of MV taxes on Private Vehicles: By increasing taxes on cars,

2 wheelers etc. As the diesel cars contribute to the pollution load in greater

degree, the MV tax on cars can be increased to a higher degree.

4) Luxury tax and professional taxes, as levied by Bangalore.

5) Additional stamp duty (5%) on registration of property.

B) Advertisement Rights

Coupled with an appropriate advertisement policy, allowing the SPV

(company/ULB/STU responsible for bus operation) rights on the Bus

Stops/terminals and on other infrastructure created specially for bus priority

measures would also yield advertisement income to flow into the Urban

Transport Fund.

8.5 Advertisement Policy

Advertisement Policy Guidelines


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1. Preliminary

1.1 Title

1.1.1. These guidelines may be called the Advertisement Policy

Guidelines.

1.2 Application

1.2.1. These guidelines are applicable to all advertisements within the

City Municipal Corporation area, whether on land, building, wall,

hoarding, frame, kiosk, post, tree guards or by any other means

whatsoever by which it is open to public viewing, visible from a

public street or public place, whether moving or non-moving.

1.2.2. These guidelines shall apply in general to banners, boards,

balloons, gantries, sub-ways, illuminated and non illuminated

hoardings (including neon signs, electronic sign boards, video

display boards etc.)mobile vans, passage shelters, posters, signs,

temporary arches, and any other means of display of

advertisements.

1.2.3. These guidelines however, do not apply to the following

i. Newspaper advertisements

ii. Radio and television broadcasts

iii. Advertisements relating to public meeting or to an election to

the Parliament or the State Legislature or the Corporation or to

candidature in respect of such election

iv. Exhibits within the doors/windows of any building, if the

advertisement relates to the trade, profession or business

carried on in that building


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v. Relating to the name of the land or building upon or which the

advertisement is exhibited or to the name of the owner or

occupier of such land or building.

1.3 Commencement

1.3.1. The guidelines shall come into effect from their date of issue.

1.3.2. These guidelines have incorporated all previously followed

guidelines and hence shall supersede all other guidelines issued

and practices followed in the past in this respect.

1.4 Policy Objective

1.4.1. The advertising policy must give careful and high consideration to

the ambience of an area, the architectural character of the area

or building in particular and to issues of road safety. This would

require the policy to consider location, size, design, and type of

sign, where the potential for creation of visual clutter and

conflicts with traffic safety is minimal.

1.4.2. It would require enforcement measures to ensure that hoardings

follow these stipulations.

1.4.3. The objective of an advertising policy is to “seek the enhancement

of physical character and visual appearance of a city”

1.4.4. Permission to an advertising hoarding should be permitted based

on the following criteria:

i. If they support the commercial viability of a significant

building tenant (advertisement in cinemas etc).

ii. If they advertise a civic/community event involving the city

iii. If they can be considered as a public art


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iv. If the cumulative impact of the sign does not give rise to

visual clutter.

1.5 Guiding Principles

1.5.1. The policy for outdoor advertisement should not be driven by

revenue, but by the city development imperatives.

1.5.2. The policy should explicitly work to discourage visual clutter

1.5.3. The policy should be so designed that it does not compromise on

road safety, it should ensure that outdoor advertising is not

hazardous to road and pedestrian traffic.

1.5.4. Size and type of the advertisements should depend upon the use

of land

1.5.5. Advertisements on street furniture should be primarily promoted

for the public good and comfort. Advertisements should not play

a decisive role in the placement of street furniture, vice versa

however may be considered proper.

1.6 Authority

1.6.1. The Municipal Commissioner reserves the right to review, amend,

waive or modify the aforementioned conditions or restrictions at

his discretion.

1.7 Permission for Display of Advertisement

1.7.1. No person shall erect, exhibit, fix or retain upon or over any land,

building, wall, hoarding, frame, post, kiosk or structure any

advertisement, or display any advertisement to public view in any

manner whatsoever, visible from a public street or public place, in

any place within the city without the written permission of the

Municipal Commissioner.


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The Municipal Commissioner shall not grant such permission if –

i. A license for the use of the particular site for purpose of

advertisement has not been issued or

ii. The tax, if any, due in respect of the advertisement has not

been paid

1.7.2. The Municipal Commissioner has the right to disapprove a sign or

hoarding which he considers to be offensive, or when he is of the

opinion that the type, position, size, appearance, illumination,

animation, content or other characteristics of the sign or hoarding

may adversely affect

i. The ambience of the area

ii. The architectural character or appearance of the building,

streetscape or precinct

iii. Traffic safety

2. General Policy Guidelines

2.1 Physical Characteristics

2.1.1. Size and Shape

i. Advertising devices shall not use shapes that could

potentially result in an Advertising Device being mistaken for

an official traffic sign

2.1.2. Colour

i. The code of practice for Road Signs IRC:67-2001, by Indian

roads Congress prescribes the basic design parameters of

official traffic signs and includes standard

legend/background colour combinations.


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ii. Advertising devices shall not use colours that could

potentially result in an Advertising Device being mistaken for

an official traffic sign.

2.1.3. Illumination and Luminance

i. Advertising shall not contain flashing red, blue or amber

point light sources which, when viewed from the road could

give the appearance of an emergency service or warning

lights

ii. External illumination sources shall be shielded and should

not face the observer directly

iii. Illumination of advertising device should be concealed or be

an integral part of it

2.1.4. Advertising Device Content

Following kinds of advertisements are forbidden

i. List of negative advertisements

ii. Advertisements propagating racial caste or community

discrimination

iii. Advertisements depicting cruelty to animals

iv. Advertisements containing nudity

v. Advertisements glorifying violence

vi. Advertisements propagating exploitation of woman or child

vii. Advertisements banned by Council of India or by law

viii. Advertisement of drugs, alcohol, cigarette or tobacco items

ix. Advertisements depicting any nation or Institution in poor

light


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x. Advertisements with indecent or obscene content (graphics,

images or text)

xi. Advertisements of weapons and related items

2.1.5. Structure:

i. Advertisement Device structures shall be certified by a

Structural Engineer practicing in the field of Structural

Engineering

ii. The certification should comply with relevant Indian

structural design standards and relevant codes of practice

iii. The device structure should be well maintained. It shall be

painted in colours that are consistent with, and enhance

appearance of the surrounding area

iv. The name of the advertising device license holder should be

placed in a conspicuous position on the device

2.2 Places for display of advertisements

2.2.1 Municipal Commissioner may allow display of advertisement on

any land, building, wall, hoarding, frame, post, kiosk, structure or

in any manner whatsoever for public view, visible from a public

street or public place, in any place within City, provided the

guidelines are complied with.

2.2.2 No Advertisement Zones - General

In front of /inside the compound of/ on the walls of any

a) Buildings of archaeological, architectural, aesthetical,

historical or heritage importance

b) Places of worship or of religions significance

c) Statues, minarets or pillars of heritage importance


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d) Painted advertisements on tree barks/other fauna

e) Hospitals and nursing homes

f) Educational institutions

g) Cremation grounds, graveyards

h) Police stations, post offices, any government or municipal

corporation building/ office

i) Parks and Gardens

j) Water Bodies

2.3 Sources for Electrical Connection and Promotion of Renewable Energy:

2.3.1 The electrical connections to advertising devices shall accord with

relevant Indian Standards

2.3.2 The power consumer or the licensee shall make application for

power connection and shall obtain electricity connection from the

Electricity Board in his name, after having obtained a “No

Objection Certificate” from the Municipal Corporation

2.3.3 The electrical installation work shall be performed by a licensed

electrical worker in accordance with the electricity regulations.

2.3.4 To promote conservation of electricity, it is important that as far

as possible, the illumination devices at all outdoor advertising

devices shall draw power from alternate renewable resources like

Solar Power.

2.3.5 Incentives shall be given in the form of reduced monthly license

fee (25% rebate) to all advertisers who invest in alternate

renewable resources for drawing power supply for illumination


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2.3.6 No generators running on diesel/petrol/kerosene or any bio fuel,

causing noise, air or water pollution would be allowed for

providing power for illumination of any advertising device.

2.4 Special Provisions for Display of Advertisements

S no. General

Description

Description

of Device

Specific

Parameters

Conditions

2.4.1 Advertisement

on Hoardings

Hoardings

on streets,

footpaths,

roof

terraces or

ground

Standard Size

–

20 x 10

20 x 20

30 x 20

30 x 15

20 x 15

40 x 20

60* x 20

( All

measurement

s in feet)

* strictly

depending

upon site

suitability

assessment

a) The size of hoarding shall in general be

proportional to the general average

width of the abutting road. On roads

with less than 60 feet width, the

largest standard length of 60 feet will

not be permitted

b) Back to back hoarding shall be

permitted

c) The average height of the base of the

advertisement device should not

obstruct safe movement of

pedestrians or vehicles. And should

be atleast 11 feet and not greater than

60 feet. The top shall not be greater

than 70 feet in any case.

d) The structural design of the hoarding

shall be aesthetically designed and

strictly as per the structural plan

approved by the Municipal

Corporation

e) The structural design of the

foundation/footing shall be in

accordance to the various types of

dead/ live loads and wind pressures

and shall be necessarily approved by

an authorized Structural Engineer

f) The minimum distance between two

hoardings shall be so maintained that

that the proposed hoarding does not

obstruct the existing hoarding.

g) As far as possible, uniformity of size of

the hoarding and alignment thereof in

a particular locality/road shall be

maintained

h) No hoarding shall be permitted on a


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S no. General

Description

Description

of Device

Specific

Parameters

Conditions

footpath with width less than 6 feet

i) Hoarding on a terrace shall not be

allowed to project beyond the building

line

j) The operating limit for illumination of

hoarding shall not be more than 8

hours in a day and the illumination

shall be put off before midnight.

k) The Municipal Commissioner, in

special cases may relax the height

restrictions for hoardings over flyovers

and elevated roads.

2.4.2 Advertisements

on Flyover and

bridges

a) The ground clearance of the

advertisement shall be at least equal

to the ground clearance of the bridge.

b) The maximum height of the

advertisement shall not exceed the

height of the parapet of the bridge

c) The length of the advertisement shall

not exceed 60 feet

d) Advertisement on the lampposts shall

not be more than 2 feet in width and

4feet in height and at a clear height of

not less than 11 feet from the level of

the road

2.4.3 Advertisement

on floating

balloons

- NA a) The agency shall display the balloon in

such a manner that it does not

interfere with or obstruct other

displays of advertisement. The agency

shall make necessary arrangements

for monitoring the movement of the

balloon during its display

b) The agency shall provide “No

Objection Certificate” (NOC) from the

Ministry of Civil Aviation, Govt. of

India and shall observe their rules and

regulations

2.4.4 Bus Advertising

-Private

NA a) Area for advertisement/name/logo

shall not exceed 75% of the surface

area on each side of the vehicle except

the entire front portion and rear


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S no. General

Description

Description

of Device

Specific

Parameters

Conditions

window of vehicle

b) Permitted only on vehicles whose

primary purpose is to serve a useful

function in the transportation of

persons or commodities from one

place to another.

c) Advertisements shall be affixed,

painted, magnetically applied on the

outer surfaces of the vehicle or

mounted on the vehicle as specified.

d) No animation or movement of any

form shall be permitted in fleet

advertising

e) Advertising devices shall not interfere

in anyway with the mandatory vehicle

signs such as purpose of the bus

service, number plate etc.

f) Revenue generation from all buses

(property of SPV)shall remain with the

SPV and become part of the City UTF.

Municipal Corporation shall not be

eligible for any claims

2.4.5 Taxi Advertising NA a) Area for advertisement/name/logo

shall not exceed 25% of the surface

area on each side of the vehicle except

the entire front portion and rear

window of vehicle

b) No animation or movement of any

form shall be permitted in fleet

advertising

c) Revenues shall have to be shared with

the Municipal Corporations and the

parameter of the same shall be fixed

by the Municipal Corporations only

2.4.6 Bus Shelter Hoardings

integrated

with bus

stops

As per

Municipal

Corporation

and Bus

Operator

approval

a) The approach end of passenger

transport shelter shall be either open

or transparent to provide waiting

passengers with maximum visibility of

the approaching passenger transport

vehicle


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S no. General

Description

Description

of Device

Specific

Parameters

Conditions

b) The advertisement space shall be

defined by the in charge authority of

the bus shelter. The advertiser shall

strictly limit to the allocated space

with no additional extensions or

projections

c) Advertisements have to be part of the

structure and cannot be suspended or

be an addition to the primary

structure

d) The advertisement shall either be

backlit or nonlit, front lighting with

external projections shall not be

permitted.

e) The advertisement devices shall not

project outside the rooftop boundary

f) Non static illumination, changing LEDs,

flashing lights shall not be permitted

g) Other general provisions as set out by

this policy will be applicable to display

of advertisements on bus stops

2.4.7 Parking a) No part of the parking advertising

device shall project into the public

right of way

b) Advertisement devices should not

obstruct the available parking space

c) Advertising sign face of the free

standing advertising devices in parking

area shall be oriented inwards facing

the parking bays

d) The parking tickets shall contain the

Municipal Corporation hologram on

the front side and the rates of parking

fee and advertisement on the reverse

side

e) All parking tickets being issued shall be

of standard size and colour.

f) The uniforms meant for parking

attendants shall have


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S no. General

Description

Description

of Device

Specific

Parameters

Conditions

advertisement/logo of the firm on one

side only

2.4.8 Devices

mounted on

tree guards

0.3mx0.3m

(LXW). The

device shall

form an

integral part

of the tree

guard

a) Signs shall be quare advertising plates

of the specified measurements

b) The advertiser shall make sure to

plant, maintain, prune and water the

plant without causing any damage to

the tree guard or the tree guard

advertising sign

c) No illumination in any form shall be

permitted on the tree guards

advertising signs

2.4.9 Traffic

Barricading

a) Advertising sign shall be an integral

part of the frame

b) The advertising strip can be reflecting

in nature

2.5 Procedures

2.5.1 The applicant agency shall apply for permission to the

Advertisement Department, City Municipal Corporation in the

forms as prescribed by the Municipal Corporation and shall pay

the requisite application processing fees and rent according o the

Schedule of Rates issued by the advertisement department.

2.5.2 The decision to accept and reject an advertisement shall solely

remain in the hands of the Municipal Commissioner based on the

compliance with the notified advertisement guideline.

8.6 Draft Parking Policy

Introduction:

With rising income levels, there is a natural urge for people to acquire a personal

motor vehicle. Hence, the current trend of increasing personal motor vehicle

ownership will continue for some time and it is unlikely that the trend will

slowdown, let alone reverse, in the next few years. A slowdown or reversal can only


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be expected after high quality, comfortable and convenient alternatives become

available. This would create a pressure for parking spaces and unless they are

provided in adequate number, vehicles would use up road sides, footpaths and

similar space for parking purposes. Therefore, it is necessary to provide for parking

space within a city.

However, in providing such parking space, it is important to recognize that the

location of such spaces, the car holding capacity and the price at which it is available

can contribute in a significant manner to reducing the use of personal vehicles as

well as in channelizing the demand for travel towards greater use of public

transport. It is, therefore, necessary to strike a balance between the need to

provide parking space and the need to locate it in such a manner as to encourage

the use of sustainable modes of transport. This policy has been framed keeping the

above objective in mind.

Forms of parking requirement:

The following forms of parking requirements exist:

1. Parking near residential areas

2. Parking near commercial areas and office complexes

3. Parking near hospitals and educational institutions

4. Parking near recreation centers

5. Parking at markets and shopping areas

The requirement for parking can also be classified into different categories based on

time duration as follows:

1. Short duration parking, generally of less than half an hour

2. Medium duration parking of up to about four hours

3. Long duration day time parking of up to 12-16 hours

4. Overnight parking

Technologies for parking:


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This policy also recognizes that the following technologies are available for providing

parking spaces:

1. At-grade parking

2. Multi-storied manual parking spaces

3. Multi-storied semi-automatic parking spaces

4. Multi-storied fully-automatic parking spaces

In the above categories, the multi-storied parking spaces could be underground or

over-ground.

Each of the above parking technologies is vastly different from the other in terms of

the capacity that it can offer on a specified area of land and in terms of the cost of

providing such space. While at-grade parking is the easiest and cheapest to provide,

it also provides the least capacity. Multi-storied manual, semi-automatic and fully-

automatic parking complexes provide increasing levels of capacity in that order, but

are also more expensive in the same order. Accordingly, parking technologies have

to be carefully chosen to make the best use of the land available. No single

technology can be taken as a standard across the city and the requirements will vary

from location to location.

Policy components:

The National Urban Transport Policy recognizes that in a developing economy,

ownership of personal vehicles will continue to increase for the next few years.

Hence, the Policy does not discourage the ownership of such vehicles but only seeks

to discourage daily usage. It recommends interventions that would encourage

people to use public transport for their daily commute to work and for education,

but for periodic recreational trips with their families; they could use personal motor

vehicles. This suggestion of the National Urban Transport Policy has been taken into

account in evolving the Parking Policy.

Since ownership of motor vehicles is not sought to be discouraged, adequate

parking will be needed at all residential locations. Therefore, the municipal bye-laws


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would be modified to ensure that building plans include provision for adequate

parking before they are cleared by the municipal authorities. In doing so, norms will

be laid down for the number of parking spaces that should be provided in different

kinds of residential areas. For high income areas there a norm of 2 car spaces for

each residential unit and for the upper middle class group a norm of one car space

for each residential unit would be adopted. Middle income colonies would require

some space for cars and some for two wheelers. Therefore, a norm of 0.75

Equivalent Car Spaces (ECS) per residential unit will be adopted. Low income

colonies would only need space for two wheelers and bicycles. Hence a norm of 0.33

ECS per residential unit will be used. Specific norms will be spelt out and notified for

each residential area based on the above principles.

In respect of existing residential areas, multi-storied parking complexes would be

developed on available land. The objective would be to ensure that parking space is

available within a distance of about 300 – 500 meters of each household as without

this the temptation would be to use the space in front of the house to park vehicles

even it blocks the right of way or a footpath. Provision of such parking spaces will be

coupled with strong enforcement. Whether such multi-storied parking complexes

would be manual or automatic, would be decided based on the space available and

the capacity required.

Residents would be required to pay a discounted monthly fee for use of these

parking complexes and long-duration on-street parking would not be permitted. This

would help to keep the residential colonies cleaner and more livable.

With regard to commercial and office areas, those which are well-connected by

good public transport would have restricted parking availability or would have a high

parking fee. This would be a means to encourage them to use public transport for

their daily commute to work rather than use personal motor vehicles. Those who

would still like to use their personal motor vehicles would need to pay the full value

of the parking space they occupy.


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In office/commercial areas which are yet to be connected with good public

transport, all efforts will be made to quickly provide good public transport

connectivity. However, till such time as acceptable public transport connectivity is

available, parking space for long duration parking will have to be made available.

Depending on the space available and the capacity required, decisions would be

taken with regard to the technology to be used. In doing so, it would be recognized

that it is necessary to have open spaces for a healthy living and not allow all such

spaces to be occupied by parking motor vehicles. In all such cases, it would not be

possible to recover the full cost of the parking space, but the cost of the space, less

the cost of the land involved, will be recovered from parking fee.

For all hospitals and other medical establishments, it will be necessary to provide a

reasonable amount of parking space, as visitors/patients would not be able to use

public transport. Some would use personal motor vehicles and will need parking

space; others may use para transit, thus creating a demand for short duration

parking. Accordingly, short and long duration parking spaces will be provided at

such locations. While short duration parking will be free of cost, medium and long

duration parking will have to be paid for, through a parking fee. The fee would only

recover the cost of providing the parking space, not the cost of the land involved.

With regard to educational institutions, the treatment would be similar to

commercial and office establishments. In particular, school children would be

encouraged to use school buses. As a result, parking would not be necessary near

schools. There would be a limited requirement for parking space at institutes of

higher education. Again in such cases, the emphasis would be on making

investments in public transport rather than on parking space.

With regard to shopping establishments, it is recognized that people come to such

locations to buy goods and it may be difficult to carry them back on public transport.

Hence, there will be a need for parking space at such locations. Further, markets

attract short, medium and long duration parking. Shoppers will need short term


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parking and shop-owners will need long duration parking. There is also a need for

parking freight vehicles which bring the goods to be sold in these establishments.

In all such cases, the policy would be as follows:

1. Short duration parking would be provided close to the market and at a nominal

fee

2. Medium duration parking would be provided slightly away from the market at a

slightly higher fee. This could even be multi-storied parking depending on the

area available and the capacity required. Shop-owners, who need long duration

parking, would also be encouraged into using the medium term parking that is

provided on discounted monthly fees. They would not be allowed to park their

vehicles for the entire day on the roadside, as commonly happens in many

shopping areas today.

3. Freight vehicles would be allowed entry for off-loading their goods only at night

or in the early morning hours.

Specifics:

Based on the above, the following arrangements have been made in the city

Identification of new parking sites

RMC would identify suitable parking locations near market areas and other

public places and would auction these sites to contractors who in turn would

take care of the parking and collect parking fees from the user.

Parking Rates/Fees charged

Currently, there are very limited areas that have been designated for paid

parking. These areas generally consist of on-street locations which have been

auctioned off to private contractors who manage parking and collect a parking

fee. The contractors pay an annual rent to the RMC. The existing fee structure is

as given below


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S No. Vehicle Type Rate per Vehicle Time

1 Four Wheeler Rs. 10 Upto 24 hrs.

2 Two Wheeler Rs 5 Upto 24 hrs.

It is suggested that in the new parking areas identified by RMC, a differential

parking fee structure be introduced based on the status of congestion in those

areas. In some of the major commercial areas, provisions would be made for

short, medium and long duration areas. Parking sites closest to the commercial

areas would have short duration parking only with increasing hourly rates. Areas

further away would have flat but higher rates for long duration parking.

Hospitals and Office areas would have provisions of long duration parking with

flat rates. Schools and other educational institutes would have higher parking

rates so as to discourage students from bringing their privately owned vehicles.

Specific Parking Measures and Norms

The following parking norms have been proposed for City, to be implemented as

immediate measures

No on-street parking would be permitted at locations on primary and

secondary road network where carriageway width is less than 7 meters

Street parking would not be allowed on roads where V/C (volume/capacity)

ratio is more than 0.8 or speeds less than 15km/hr

Areas up to 100m from intersections on all arms and other critical locations

would be kept free from parking and other encroachments

Suitable kerbside lengths would be kept clear of parked vehicles near bus

bays

Bus bays to be provided at bus stops

No parking would be allowed on raised footpaths or other corridors meant

exclusively for pedestrians


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In addition to these, certain parking measures have been suggested in Table 0-1,

implementation of which may depend upon detailed parking requirement studies.

Table 0-1 Proposed Parking Measures

Parking Measure

Advice

Public Parking Identify congested parking areas, carry out surveys, and introduce multi-level parking

Redevelop major corridors with appropriate mixed land use including parking provision

Provide adequate parking at commercial centres

Encourage private sector investment in multi level parking facilities

Enforce use of basements for parking

Introduce a policy linking new vehicle registration with owner’s parking availability

Remove encroachments on land earmarked for parking

Park and Ride Necessary to integrate road and bus/rail/metro systems and encourage use of public transport

Creation of adequate parking space at major bus stations/depots to encourage “park and ride”

Underground Parking

Investigate feasibility of parking areas under open spaces thereby avoiding disturbance of green area.

Parking in Residential Areas

Remove encroachments from residential streets

Redesign widths of residential streets to accommodate car parking

Encourage schools to address parking problems and develop guidelines to assist them

Parking Standards

Parking should be conforming to parking standards of each premise

Where no standards are prescribed, the standards (equivalent car space) given in the Development Code section of the Master Plan/UDPFI Guidelines should be followed

Parking studies should be carried out for large projects such as shopping malls

Multi Level Parking

Multi level parking should be developed in designated parking areas or vacant areas with the following development controls


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Parking Measure

Advice

(i) Minimum Plot Size-1000 sqm (smaller plots could be considered by the relevant authority.)

(ii) In addition to the permissible parking spaces (ECS) on max. FAR, 3 times additional space (ECS) has to be provided for parking component only.

(iii) FAR, height and setbacks to be permitted could be considered case-by-case basis subject to technical viability and feasibility.

(iv) In case of comprehensive schemes, development controls including height shall be as per approved scheme.

(v) Number of basements - No Limit subject to adequate safety measures.

Parking Charges Introducing variable parking fees which would enable higher parking charges to be levied in particularly problematic areas in order to discourage people from traveling in their personal vehicles and hence reduce congestion.

Areas in and around transit stations should have lower parking fees in order to encourage people park their vehicles at transit stations and shift to public transport means.

Bicycle parking may be free of charge to promote greater use

People’s Cooperation

People’s cooperation is essential to instill a sense of discipline to obey traffic and

parking regulations. The creation of parking infrastructure requires not only

funds and technology but also cooperation of the users i.e. the vehicle owners.

Indiscriminate parking in front of their business and personal places in violation

of parking norms can defeat any effort. This is a difficult aspect but it can be

achieved by involving market associations, residents associations and interest

groups who are keen to make City a good place to live in. New concepts like car

free day need to be promoted by such interest groups. But for any policy to

succeed it is important that all the aspects of the problem are addressed in a

coordinated manner and in a fixed time frame.

Way Forward


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Comprehensive parking studies indicate the demand and supply ratio of parking

in any city. It is imperative to carry out these studies in order to correctly assess

the parking requirements, which may vary by the use of land, circulation pattern

and availability of public transport facilities.

8.7 Transit Oriented Development

Concept

Higher density development is concentrated near the station to make transit

convenient for more people and encourage ridership. This form of development

utilizes existing infrastructure, optimizes use of the transit network and creates

mobility options for transit riders and the local community. Successful TOD provides

a mix of land uses and densities that create a convenient, interesting and vibrant

community for local residents and visitors alike.

Purpose for Setting up a TOD Policy

The need for a TOD policy is felt for achieving the following:

Enhance Ridership along the primary transit corridor

Raise additional resources of finance for further development on the corridor

due to generation of “activity centers” around the station/stop area

Increase in affordable housing, employment, and service choices within existing

communities

Promoting greater jobs/housing balance

Redevelopment of vacant or underutilized industrial and commercial sites

Reduced incentive to sprawl, increased incentive for compact development

Suggested Policy

Public transport system only includes city buses covering multiple corridors all over

the city. With the absence of any mass rapid transit system, implementation of a full


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fledged TOD policy is not recommended. However, with the setting up of a

dedicated city bus system, it may be considered to introduce TOD in the form of

inducing development around the bus terminals and depots. The concept of creating

activity centers around every bus stop/station area may be altered in case of Agra

and the same may be done by developing only the terminal and depot areas under

the PPP format all over the city. This would not only benefit the operating agency to

generate additional sources of revenue through rentals and advertisements at the

terminals/depots, it would also help in bringing the same parcel of land into various

types of uses (office spaces, commercial and retail areas, parking and open spaces

etc.). Increased foot fall into the area because of varied activities would eventually

result in increased patronage of the bus service.

Zonal re-densification and increase in FAR may be considered at a later stage

8.8 Proposed Fare Fixation /Regulatory Mechanism for city bus operation:

Currently change in the cost of fuel, lubricants and Dearness Allowances are being

taken in to consideration for revision of fare. The input cost of above two

components used for the revision of fare constitutes 65% -70% of the total

operation cost. UPSRTC proposed the revised fare structure to State Transport

Authority and final decision taken from the office of Transport Commissioner.

Although, the periodicity for changing the fare is not consistent.

Regarding the revision of fare it has been decided by the State Cabinet that fare of

city buses can be revised upto a level of */- 5 % by the UPSRTC and no Govt.

approved will be required for the same. Although, it is proposed that city level SPV

can independently decide the fare to be charged. Looking at the requirement for

making the bus operation viable.

8.9 Traffic Information and Management Centre

Traffic Information and Management Center (TIMC) is the hub of a transportation

management system, where information about the transportation network is


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collected and combined with other operational and control data to manage the

transportation network and to produce traveler information.

The focus is to enable decision makers to identify and react to an incident in a timely

manner based on real-time data and disseminate traveler information and hence

reduce congestion and enhance safety. For this the TIMC links various elements of

Intelligent Transportation Systems such as variable message signs, closed circuit

video equipment, roadside count stations, etc.

City agrees to set up a TIMC with the following objectives:

To optimise the traffic performance of a network for all traffic modes.

Enable faster incident response and reduction in incident rates.

Reduce congestion on the arterial network of the city.

Increase traffic safety by effective incident response and clearance techniques.

Enhanced communication in all aspects of transportation management

(planning, design, implementation, operation, maintenance).

Monetary savings by sharing responsibilities between fewer staff, achieved by

co-location of participating agencies at the center.

Increase the overall effectiveness of the transportation resources.

To provide the basis for an expanded control system, which could include CCTV,

congestion monitoring, incident detection, fault monitoring, maintenance

management, parking management, route guidance, and integration with urban

expressways.

To reduce delay to vehicles by reducing the journey time along links and achieve

time savings.

To reduce environmental pollution by reducing the number of times the vehicles

have to stop.


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The Center would work closely with the police, other local and regional agencies and

media and information service providers to ensure that information is accurately

received and acted upon.

However, setting up a TIMC is an expensive and time consuming process. Hence, it

would not be possible to implement this system in a short duration and would

therefore be undertaken by City in due course of time.

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