Implementation Stage Detailed Project Report for … reports/BUS DPRS/Merrut.pdf · Implementation...

December,

2009

Implementation Stage Detailed Project Report for Funding of Buses under

JNNURM - Meerut (U.P.)

FINAL REPORT

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

1

Preface ............................................................................................................................................ 3

1.0 City Profile ................................................................................................................................ 4

1.1 Background ............................................................................................................. 4

1.1.1 Location ................................................................................................................... 4

1.2 Demographic Profile & Social Economic Characterictics ........................................ 4

1.2.1 Population Growth trends ...................................................................................... 4

1.2.2 Composition of Growth .......................................................................................... 5

1.2.3 Sex Ratio .................................................................................................................. 6

1.2.4 Population Density .................................................................................................. 6

1.3 Land Use .................................................................................................................. 7

1.4 Urban Economy ....................................................................................................... 8

1.4.1 Occupation Patten .................................................................................................. 8

1.4.2 Industries ................................................................................................................ 9

1.4.3 Business/Trade and Commerce ............................................................................ 10

1.5 Registered vehicles trend & Growth rate ............................................................. 10

1.6 Travel Characteristics ............................................................................................ 11

1.6.1 Per capita trip rate ................................................................................................ 11

1.6.2 Speed profile ......................................................................................................... 11

1.6.3 Average Trip length ............................................................................................... 11

1.7 Road Network Characteristics .............................................................................. 11

2.0 Public Transport Characteristics ............................................................................................ 13

2.1 Transportation systems in the City ....................................................................... 15

3.0 Approved Bus Fleet & Bus Operation Planning / Route Network Planning ........................... 18

3.1 Approved Bus Fleet: .............................................................................................. 18

3.1.1 Category wise distribution of fleet: ...................................................................... 18

3.1.2 Procurement Process of Buses ............................................................................. 19

3.2 Operation Planning / Route Network Planning .................................................... 20

3.2.1 Details of Routes ................................................................................................... 21

3.2.2 Service Enhancements and Design of Chartered Services ................................... 25

3.3 Routine and Frequency ......................................................................................... 26

3.3.1 Span of operations: ............................................................................................... 26

3.3.2 Fleet Requirement for Operations:....................................................................... 27

3.4 Points to be consider ............................................................................................ 31

4.0 Capital Cost, Financial Viability and Assistance Sought under JnNURM ............................... 32

4.1 Type, No. and Cost of Buses ................................................................................. 32


2

4.2 Break Up Of Cost Per Bus ...................................................................................... 32

4.3 Funding Pattern .................................................................................................... 33

4.4 Assumptions for Financial Analysis ....................................................................... 34

4.5 Operation Cost per Km ......................................................................................... 35

4.6 Basic Assumptions considered for calculation of operational Revenue .............. 35

4.7 Viability Gap .......................................................................................................... 36

5.0 Bus Specification and Repair and Maintenance Strategy ..................................................... 37

5.1 Bus Specifications ................................................................................................. 37

5.2 Maintenance Strategy ........................................................................................... 38

5.2.1 Repair and maintenance functions ....................................................................... 38

5.2.2 Repair and Maintenance System Facilities ........................................................... 39

5.2.3 Annual Maintenance Contract .............................................................................. 41

6.0 Infrastructure Arrangements for City Bus Operation ............................................................ 43

6.1 Introduction .......................................................................................................... 43

6.2 Functions of Bus Terminals, Stations & Bus Stops ................................................ 43

6.3 Possible Locations of Bus Terminals and Bus Depots ........................................... 44

6.4 Various types of the activities proposed to be carried out at terminals sites ..... 45

6.5 Status of Land for Bus Terminal and Bus Depot+ ................................................. 47

6.6 Bus Stop and Bus Station/Sub Terminals .............................................................. 47

7.0 ITS and Control Systems ......................................................................................................... 49

7.1 Introduction ......................................................................................................... 49

7.2 Management Information System (MIS) .............................................................. 52

7.3 Fare Collection System .......................................................................................... 53

8.0 Urban Transport Reforms ...................................................................................................... 55

8.1 Introduction .......................................................................................................... 55

8.2 Urban Transport Committee as UMTA ................................................................. 55

8.3 Special Purpose Vehicle ........................................................................................ 58

8.4 Urban Transport Fund ........................................................................................... 59

8.5 Advertisement Policy ............................................................................................ 61

8.6 Draft Parking Policy ............................................................................................... 72

8.7 Transit Oriented Development ............................................................................. 81

8.8 Proposed Fare Fixation /Regulatory Mechanism for city bus operation: ............ 82

8.9 Traffic Information and Management Centre ...................................................... 82


3

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 02nd

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.


4

1.0 City Profile

1.1 Background

1.1.1 Location

Meerut district is the part of upper Gagna-Yamuna doaba, which lies between 280 47'

and 290 18' north latitudes and between 770 7' and 780 7' east longitudes. On the

north it is bounded by Muzaffarnagar district; in the south by Bulandshahar district

while Ghaziabad and Baghpat districts form the southern and western limits. The

river Ganga makes its boundary in the east direction and separates it from the

districts of Moradabad and Bijnor. The river Hindon makes its western boundary in

the west and separates it from the Baghpat district.

1.2 Demographic Profile & Social Economic Characterictics

1.2.1 Population Growth trends

As per Census 2001, the city of Meerut has attained the status of a metropolitan city

i.e. million plus population city (Table 1.1).

Table 1.1 Population of Meerut City

Sr. No.

Year

Population Numbers Lakh

1 1901 1,21,180 1.21 2 1911 1,19,435 1.19 3 1921 1,25,506 1.26 4 1931 1,41,025 1.41 5 1941 1,79,155 1.79 6 1951 2,39,440 2.39 7 1961 2,94,853 2.95 8 1971 3,71,760 3.72 9 1981 5,36,615 5.37

10 1991 8,49,799 8.50 11 2001 11,61,716 11.61

Source: Meerut Master Plan, Vision-2021


5

During the decades 1951-61 and 1961-71, the population in the city grew by 23.14%

and 26.08% respectively against the national growth rates of 26.14% and 38.23%

during the same periods. Between 1971 and 2001, there has been a rapid increase in

population in the city which exceeded over 58% in the 70s, when the population

growth in Meerut surpassed the national average (Table 1.2).

Table 1.2 Population Growth of Meerut City

Year Population (Lakh) Average Annual Growth Rate (%)

1981 5.37 3.74 (1971-81)

1991 8.50 4.70 (1981-91)

2001 11.61 3.26 (1991-01)

2005 (Estimated) 13.20 3.03 (2001-05)

2011 (Projected)* 15.27 2.70 (2001-11)

* Semi-log graph method

Source: Census 2001

The increase in population rate during the decade of 1991-2001 was 37.8%, which

was less than that of the previous two decades and a little more than the national

average of 36.17%. It is evident from the above analysis that the population rate

decreased steadily in the recent years. The drop in population growth in Meerut can

be attributed to the development of new housing areas in several competing towns

in the neighboring areas which are indeed equipped with better and modern

infrastructure facilities such as NOIDA, Ghaziabad, Greater NOIDA and Gurgaon

(Table-2). Meerut on the other hand could not continue the phase of infrastructure

development started in late 60’s and 70’s.

1.2.2 Composition of Growth

The main components of the composition of growth are natural growth, In-

migration and increase in population due to jurisdictional changes. In-migration -

highest contributor to the population increase in Meerut city accounts for nearly

73% of total increase and 20% of total population, during the last decade.


6

1.2.3 Sex Ratio

During 1971 to 2001, there has been a steady increase in the number of female per

1,000 males, which is 689 to 869. The main reason for this rise in sex ratio has been

due to the initial arrival of only men from the nearby villages due to increasing

activities in industrial and economic activities and then after their establishment at

work bringing their families to the city.

1.2.4 Population Density

By studying the distribution pattern of population density ward wise as per the 2001

census, it is clear that in the old areas of the city close to Garh road, Hapur road and

Delhi road, the population density is more than 500 per hectare. Overall, in the old

developed area, the average density is more than 1,000 per hectare, and it is lesser

only in the outer areas of the city (Table-1.3). High population density and increased

economic activities in the inner city areas have resulted in excessive stress on

existing infrastructure and urban services causing unhealthy and unhygienic living

conditions.

Table 1.3 Gross Density of Meerut

Area Name 1991 2001

Area (ha)

Population Density (per/ha)

Area (ha) Population Density (per/ha)

Meerut MC 14,189 7,53,778 53 14,639 10,68,772 74

Meerut Cantt. 3,569 96,021 27 3,569 92,944 26

Total Meerut City 17,758 8,49,799 48 17,938 11,61,716 65

Source: Census report 1991 and 2001

The net density of the developed area in Meerut has been increasing with increasing

population, which is primarily due to the fact that the areas has been constant while

the population has been increasing with every year with the CAGR of 3.78%.


7

1.3 Land Use

As per NCR Sub regional Plan 2001, prepared in 1989, the total area under Meerut

was 8,082 hectare. Of the total area, majority (around 50%) of area is under

residential use, followed by recreational (17%), Public & semi-public (14%) and

around 10% is under transportation use (Table 1.4).

Table 1.4: Land Use Break-Up

Category % Area (2001)

Residential 47.68

Commercial 2.59

Industrial 9.09

Public Semi-Public 14.39

Recreational (Park & Open Area) 16.58

Transportation 9.67

Total Area: 100

Nearly 6,800 ha of land in the city is under housing and 1,375 ha is under roads and

Streets. Details of covered area under different city stock elements are presented in

Table 1.5.

Table 1.5: Area under Different Uses

City Stock Area (Ha)

Housing 6,781.8

Infrastructure ■ Roads and Streets ■ Water Distribution Network ■ Sewerage and Drainage

1,374.9

Industry 1,292.8

Business Districts 368.3


8

1.4 Urban Economy

Meerut’s advantageous geographical location and availability of abundant

productive rich fertile land form the basis of a strong economical growth for the city.

Traditionally the core economic activities in Meerut had primarily been trade and

commerce, manufacturing of musical instruments, sports equipment, scissors,

publication and printing, textiles & garments, engineering equipments and machine

tools, gold jewellery, etc.

Business and commerce activities are the primary employment generator in the city

which accounts for over 21.06% of the total employment in the city, while other

services account for nearly 30% of the total workforce in the city. Of the total

workforce employed in industries nearly 94% is employed in the small and cottage

industry. The overall contribution by different Industries operating in the city is

estimated to be around Rs. 250 crore annually which also earn a foreign exchange

worth Rs. 80 crore.

1.4.1 Occupation Patten

The work force participation rate (WPR) or the share of working population in the

Meerut city as per 2001 is 33.75% as against district average of 26.54% and state

average of 27.11%. WPR has registered a sharp decline in the 70s which continued

consistently 1990’s and is reflected in the 2001 census. This could be attributed to

the out migration of workers population from Meerut owing to various pull factors in

various upcoming opportunity/ activity centers in the region. Analysis of occupational

distribution of the city’s workforce, indicates that the Service sector accounts for the

highest share of workers at 61% followed by secondary (manufacturing) at 30%. The

comparative analysis of employment distribution in 1991 and 2001 indicates that

there is no evident change in the shares of various employment generating activities

in the city. There is a marginal decrease in share number of workers for primary


9

sector between 1991 and 2001 and marginal increase in transport, storage and

communication sector.

1.4.2 Industries

There are about 23,471 industrial units in the Meerut city area that include 15,510

small scale units and 7,922 cottage industries. During the current decade several

industrial units in medium and small scale range have been shut down due to

various reasons. Remaining 39 units are old units and can be categorized as medium

sized units.

The study of labors employed in various economical activities in the different

decades shows that the percentage of labor in the industrial activities in the period

of 1961-1991 has increased from 26.24% to 30.61%. This share has shown a decline

in the primary activities and other activities. The employment in the industrial

activities in the period of 1961-1991 has increased from 15,098 to 71,339. Along

with the industrial activities, the workforce has also increased considerably in the

business, commerce, transportation and related sectors and services. This is a good

indicator of growing contribution of tertiary sector in the economy.

The manufacturing sector has shown a sharp growth during the period of 1971-1991

as a result of which the number of labors has gone up from 28,026 to 71,399

registering an increase of 154.76%. The number of labors in tertiary sector has

registered a growth of 85.44% during the same period which clearly states that the

industrial activities are increasing at a rapid pace and have more potential for

employment generation. Based on the 2001 census, the study of workforce in

various sectors indicates that Meerut is an industrial and a commercial centre.

Role of primary sector in Meerut city is reduced as the city as secondary and tertiary

sector in the city is gaining prominence.


10

1.4.3 Business/Trade and Commerce

Employment in Business and commerce accounts for as 21.06% of the total

employment in the City and other services account for 29.94% of the total workforce

in the City. This way it is clear that 93.69% is employed in the small and cottage

industry. There are therefore strong possibilities of strengthening the economic base

by encouraging the traditional industrial units of Meerut.

Meerut is an important commercial centre of west of Uttar Pradesh state which

meets the needs of not only of its own population but their business needs too.

Many business centre and market centers for food grains, textile and garment, fruits

and vegetables are thriving in Meerut. As of now approximately 19,037 business

establishments are there in Meerut. The UP market authority on the Delhi road has

established a wholesale market for the fruit and vegetable and agricultural products.

Similarly, a wholesale market has been established on Hapur Marg and Lohia Nagar.

Even though many wholesale market have been shifted to the outskirts of the city

the central city remains the hub of wholesale activity of textiles & garments, gold

and food grains.

The commercial areas have been developed in the new parts of the city along the

main streets of the city. In the old part of the city as at Ghanta Ghar Area, Veli

Bazaar, Sarafa, Budhana Gate, Lala Bazaar, Subhash Bazaar, Khadak etc. are main

market areas which are mainly operating from lower floors of Residential premises

on the ground floor or the first floor without any official or legal approval. This has

created several problems for the master plan related program, indicating the need

to develop Commercial Complexes.

1.5 Registered vehicles trend & Growth rate

The vehicular registration data for the city of Meerut shows that there has been an

annual average increase of about 7.6% for a period between 2001- 2005. The total

number of registered vehicles are about 3.3 lakh at present. In terms of composition

of traffic it is seen that two wheelers account for largest share in the total registered


11

vehicles category the share of two wheelers has increased from 64.6% in 2001 to

70.17% in 2005 (Table 1.6).

Table 1.6 Growth of Registered Vehicles in Meerut City

1.6 Travel Characteristics

1.6.1 Per capita trip rate

The per capita trip rate (PCTR) for Meerut works out to be 1.1 as per the estimates

based on WSA Report (2008).

1.6.2 Speed profile

Based on WSA Report (2008), the average journey speed for Meerut is estimated to

be about 24 kmph on the major road network. Nearly 90% of the roads within the

Core area have speeds less than 20 kmph.

1.6.3 Average Trip length

The average trip length has been estimated as 4.7 km based on WSA Report(2008).

1.7 Road Network Characteristics

In the city of Meerut, roads and highways account for 7.76% of the total city area.

The city has a per capita road length of 1.08 m, while the road density is 7.01

km/sq.km. In terms of traffic and travel characteristics and also in terms of

construction, operation and maintenance, the city of Meerut primarily has following

five type of road network:

National Highway

State Highway


12

District Roads

Municipal Roads

Cantonment Roads

The total road length in Meerut is approximately 1,391 km, of which over 65 kms lie

in the cantonment area. The length of National Highways and the State Highways

passing through the city measure up to 356 km (Table 1.7).

Table 1.7 Category wise distribution of road network


13

2.0 Public Transport Characteristics

The role of public transport in serving the city’s travel demand is marginal which is

substantiated by various para transit modes like tempos, shared jeeps, cycle

rickshaws. Traffic volume count data for the inter city roads (regional roads) in the

city of Meerut reveals that majority of roads carry traffic in excess of 10,000 vehicles

with Delhi road witness the highest amount of traffic (21,800 PCU) while Baraut road

account for the least amount of traffic (7,600 PCU). In terms of composition it is seen

that private vehicles constitute the highest category in all the road sections with

Car/Jeep/Van having largest share (Table 2.1).

Table 2.1 Daily traffic volume on regional roads

V

a

r

i

o

u

s

t

r

a

f

f

i

c

studies for the city of Meerut reveal that peripheral/ outskirt areas of city witness

about 80% of the trips being performed by fasts vehicles, this phenomenon

decreases to 50% in the inner parts of the city. It is also indicated in these studies


14

that two wheelers account for about 1/3rd of the total vehicular traffic while heavy

vehicles constitute 25%. IPT (primarily cycle rickshaw) on the whole constitute 15%

of the total vehicular trips.

Transport System Plan for Meerut – 2011, a study carried out by School of Planning

and Architecture (1994) reveals that outer cordon traffic in the year 1992 was

heaviest on Delhi Road (24100 PCU) followed by Roorkee Road (15800 PCU). Least

Traffic was observed on Bhola Road (1860 PCU) (Table 2.2 & 2.3).

Table 2.2 Daily traffic volume on regional roads

Table 2.3 Daily traffic at middle cordon survey locations


15

In order to understand traffic plying in the city, it is necessary to analyse the inner

cordon traffic volume data. Inner cordon traffic volume survey by SPA study reveals

that Begum Bridge caters to an ADT of 62,340 PCU (4,860 PCU during peak hour),

ADT on Abu Lane was found to be 32,750 PCU (2,750 PCU during peak hour). Delhi

Gate and Baghpat crossing cater to traffic to a tune of 19,700 PCU (2,980 PCU during

peak hour) and 18,460 PCU (2,920 PCU during peak hours) respectively (Table 2.4).

Table 2.4 Daily traffic volume at inner cordon traffic survey locations

2.1 Transportation systems in the City

The city of Meerut is primarily driven by private modes; public transport is primarily

governed by Auto Rickshaws though local city buses ply on certain designated

routes. In order to cater to a large demand of inter city passenger movement, nine

bus routes are operational and licenses have been issued according to the private

operators the details of which are shown in Table 2.5.


16

Table 2.5 Inter city bus services details for Meerut city

In order to cater to the movement of various inter city passengers for the above

routes flowing bus terminals have been provided, the details of which are shown in

Table 2.6.

Table 2.6 Details of Bus terminals for Inter City Bus Routes

Tempo – Taxi, a seven seater vehicle is also visible in the city of Meerut. These

vehicles are licensed for route lengths of 16 km. Auto Rickshaws also ply in city of

Meerut but are confined within the municipal limits of the city. The exact

requirements (demand) of these vehicles have not been worked out for the city but

543 permits / licenses have been issued so far.

It is estimated that about 13- 15% of the total trips in the city are performed by the

available public transportation modes which is far below the desired share of public

transport as recommended by the Traffic and Transportation Policies in Urban Area

in India by Ministry of Urban Development (Table 2.7).


17

Table 2.7 Share of public transport in Indian cities

It can be seen from the table above the share of urban transport in the city of

Meerut is far less than optimal when compared against the recommended shares by

the Ministry of Urban Development, highlighting the importance of urban

transportation.


18

3.0 Approved Bus Fleet & Bus Operation Planning / Route

Network Planning

3.1 Approved Bus Fleet:

As per the first phase DPR submitted to the MoUD in the month of February, 2009 a

bus fleet of 222 buses is required for the year 2010 for Meerut urban travel

operations. 150 buses were approved for the Meerut city.

3.1.1 Category wise distribution of fleet:

The distribution of proposed in 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 proposed distribution of buses is given in Table 3.1

Table 3.2 distribution of buses

Category of buses Remarks

Mini Bus 40 Mini buses with 6-8 mt. length

Ordinary buses 70 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 - Buses of 400 mm floor height fitted

with air conditioning system


19

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 t0 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

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


30 Deluxe Agra-10, Allahabad-10, Meerut-10

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


50 Deluxe Agra-10, Lucknow-30, Kanpur-10

5 Fully Built Semi Low 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

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


20

3.2 Operation Planning / Route Network Planning

The objective of designing the route Network is to connect high traffic intensity

areas with the bus services. In absence of such bus routes, the commuters shall have

to use personalized modes of transport to reach their respective destinations, thus

results in increase in traffic many fold on the related roads.

The following parameters have been considered while designing the Bus Routes:

i) Least disturbance to existing routes, if any, as commuters are used to them

ii) Minimum transfers during a journey/trip

iii) Attempt have been made to maintain the frequency of not more than 20

minutes on new routes in peripheral urban areas, and frequency of around 10

minutes in/near the core areas

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

v) least dead mileage operations

vi) supplementing the regional services

vii) ensuring Service Quality

viii) enroute, ensuring ease of vehicle maneuverability, availability of ideal parking

space, crew change facility, minor repairing, fuelling facility

Based on the above parameters it has been planned to augment the services on the

existing route and formation of the new route to cater to the need of the unserved area of

the city. Considering the connectivity requirement of the Meerut City and near-by areas

the bus Routes Network has been suggested for the City:

Limitations in design of routes

a) The Cantt. Occupies a large area North West and North east part of the present

urban sprawl of Meerut. Important residential colonies, work centers etc are located

on the periphery of the Cantt area. However, limited Road network has been open

for city traffic, so it limits the penetration of the Large area of the City.

b) The old town area includes very congested areas having very narrow streets and

mixed land use. Narrow, irregular lanes. At best, routes could touch upon some of


21

the intersections leading to the approach roads of these area. The wall city roads

have a high degree of roadside friction and narrow RoW. This limits the possibilities

of putting routes across these areas.

c) Large number of railway level crossings in the city

d) Capacity constraints of existing ROB’s /RuB’s

e) Low density and scattered development in outer areas which require public

transport to a greater degree but generate low demand.

The bus routes have been originally drafted by city authorities including RM, UPSRTC, RTO, Nagar Nigam and Meerut Development Authority.

3.2.1 Details of Routes

Route No. 1

Medical College to City Railway Station via Shohrab Gate Bus Station, Begum pul,

Bhansauli Bus Stop, DN College, City Railway Station

The route provides the connectivity between south-east residential and institutional

areas like University, Medical college etc. to the bus terminal, city center and railway

station.

Route No. 2

Medical College to Cantt. Railway Station via Tejgadi Chauraha, Shohrab gate Bus

Station, SSD College, Gadhibagh, Cantt. Railway Station, Cantt. Railway Station

The route provides the connectivity between south-east residential and institutional

areas like University, Medical college etc. to the bus terminal, city center and Cantt.

railway station.

Route No. 3

Medical College to Kanshi via Tejgadi Chauraha, Shohrab gate ,Bhaisali, DN college,

Hafijabad, Rethani, Partapur, Sofia School

The route connects south-east corner to the south-west corner of the city via city

center.

Route No. 4

Medical College to Sakoti via Tejgadi, Shohrab gate, Begumpul, SSD college,

Gandhi bagh, Lekha Nagar (Purani Chungi), Roshanpur Dorli, Pallavpuram,

Melange Mall, Bhagwai College, Chairola, Sakoti


22

The route connects the north and south part of the city with city center. The route is

mainly serving the travel needs of newly developed residential colonies along the

NH 58.

Route No. 5

Rajpura to Modinagar via Muzzafarnagar Sehi, Radha Garden, Telephone

Exchange, SSD College, Bhansauli Bus Station, DN College, Hafijabaad, Rethani,

Partapur, Mohiddinpur, Modinagar

The route connects the newly developed residential area located in the north-east

corner of the city to the city center. Further the route also connects the Meerut to

the Modinagar area. The route caters to the travel need of the daily labours,

workers residing in the Meerut and move to Modinagar area for work.

Route No. 6

Gandhi Ashram to Kithaur via Shohab gate, Tejgadi, Medical College, Radhagovind

Engineering College, Murlipur Phool, Sisoli, Maukhas, Kithaur

The route connects the town located along the south-east corner of the Meerut

region to the main bus terminal.

Route No. 7

SSD College to Dabthua via Gandhi bagh, Cantt. Rly. Station, Nagla Tashi

Kashimpur, Dabthua

The route connects the newly developed residential colonies located in the north-

west part of Meerut region to the city center, Cantt. railway station and Institutional

area.

Route No. 8

Medical College to Modipuram via Auranshahpur Diggi, Fatehaulpur, Shashtri

Nagar, Bajot, Moh. Gummi, Nagla Shekharkhan, Rethani, Partapur, Subhartipuram,

Rampur Pavti, Sundarpur, Pathanpura, Murlipur Gulab, Jagla Tashi Kashimpur,

Jatoli, Modipuram

The route mainly caters the travel need of people residing near the Meerut bypass

by providing the connectivity to Medical College and University.


23

Route No. 9

Medical College to Chandsara via Aurangshahpur Diggi, Fatehaulapur,

Shashtrinagar, Bazor, Moh. Gummi, Nagla Sherkhan, Rethani, Partapur Rly.

Station, Sofia School, Kataimill

The route connects south east corner to the south west corner of the city. It mainly

connects the newly developed residential area of MDA like Shatabdinagar,

Lohiyanagar, Shastrinagar to the Medical and University area as well as Meerut-

Delhi Road.

Route No. 10

SSD College to SSD College via Gandhi bagh, Cantt. Rly. Station, Nagla Tashi

Kasimpur, Murlipur Gulab, Rampur Pavati, Subhartipuram, Partapur Bypass,

Rethani, Hafijabad, DN College, Bhansauli Bus StopBus Station, Begumpul, SSD

College

The circular route connects all the commercial development located along the old

Delhi Meerut road as well as the residential and institutional areas located along the

Delhi-Meerut bypass (NH58).

Route No. 11

SSD College to Subhartipuram via Lekhanagar, Rohanpur Dhorli, Nagla Tashi

Kashimpur, Murlipur Gulab, Sundarpur, Rampur Pavati, Subhartipuram

The route connects the residential and institutional areas located on the Delhi-

Meerut bypass (NH58) to the city centre.

Route No. 12

Begampul to Subhartipuram via Bhansauli Bus Station, DN College, Hafijabad,

Partapur Railway Station, Partapur Bypass, Subhartipuram

The route connects the commercial establishment along the old Delhi road to the

bypass area.


24

Route No. 13

Telephone Exchange to Shubhartipuram via SSD College, City Railway Station,

Rohta level Crossing, Shobhapur Bypass, Shubhartipuram

The route connects the Shubhartipuram area to the railway station as well as city

centre.

Route No. 14

City Rly. Station to Medical College via DN College, Bhansauli Bus Stop, Begumpul,

SSD College, Telephone Exchange, Radha garden, Jail Chungi, Tejgadi, Medical

College

The route connects the city railway station to Medical college touching peripheral

development of the city.

Route No. 15

City Railway Station to Sarai Kazi Mode via DN College, Bhansauli Bus Stop,

Begumpul, SSD College, Telephone Exchange, Jail Chungi, Tej gadi, Medical College,

Sarai Kazi Mode

The route connects the newly developed residential area located in the south-east

corner of the city to the city centre as well as university and medical college.

Route No. 16

Begumpul to Subhartipuram via Rampur Pavati, Maliyana, Transport Nagar, Metro

Plaza, DN College, Bhansauli Bus Stop, Begumpul, Subhartipuram

The route connects is Shubhartipuram area and Transport Nagar area located in the

south-west part of the city to the Railway Station as well as City Centre.

Route No. 17

SSD College to Shohrabgate Bus Stand via Telephone Exchange, Jail Chungi,

Tejgadi, Shohrabgate Bus Stand

The route connects the intercity bus terminal to the city centre.


25

Route No. 18

City Railway Station to City Railway Station via Begumpul, SSD College crossing,

Telephone Exchange, Jail Chungi, Tejgadi, Medical College, Jagrati Vihar , Lohiya

Nagar, Moh. Gummi, Nagla Shekharan, Rethani, Partapur Bypass, Maliyana,

Transport Nagar, DN College, City Railway Station

The circular route connects all important commercial, residential and institutional

area located in the Meerut city.

3.2.2 Service Enhancements and Design of Chartered Services

The services operated are mainly ordinary type, with no variation in peak and off

peak hour. This is due to the bare minimum sizes of fleet available. Some services

such as Women Special, University Women Special, and Secretariat & Court Special

could be introduced now as the City requires such 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

Meerut 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.


26

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.

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.


27

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 Lucknow 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.

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 =15 kmph

The detail fleet requirements for augmentation and improvement of servicing,

existing and sub urban route are given in Table 3.3 .


28

Table :3.3 Assessment of the routewise fleet requirement

Sr. No

Route Details Route Length In Km.

Frequency in

Minutes

Running Time (Mts.)

Stand Time

(Mts.)

No. of Buses

required on the route

1

Medical College to City Railway Station via Shohrab Gate Bus Station, Begum pul, Bhansauli Bus Stop, DN College, City Railway Station

11 20 44 15 6

2

Medical College to Cantt. Railway Station via Tejgadi Chauraha, Shohrab gate Bus Station, SSD College, Gadhibagh, Cantt. Railway Station, Cantt. Railway Station

11 20 44 15 6

3

Medical College to Kanshi via Tejgadi Chauraha, Shohrab gate ,Bhaisali, DN college, Hafijabad, Rethani, Partapur, Sofia School

13 20 52 15 7

4

Medical College to Sakoti via Tejgadi, Shohrab gate, Begumpul, SSD college, Gandhi bagh, Lekha Nagar (Purani Chungi), Roshanpur Dorli, Pallavpuram, Melange Mall, Bhagwai College, Chairola, Sakoti

21 20 84 15 10

5

Rajpura to Modinagar via Muzzafarnagar Sehi, Radha Garden, Telephone Exchange, SSD College, Bhansauli Bus Station, DN College, Hafijabaad, Rethani, Partapur, Mohiddinpur, Modinagar

33 30 132 15 10

6

Gandhi Ashram to Kithaur via Shohab gate, Tejgadi, Medical College, Radhagovind Engineering College, Murlipur Phool, Sisoli, Maukhas, Kithaur

32 30 128 15 10

7 SSD College to Dabthua via Gandhi bagh, Cantt. Rly. Station, Nagla Tashi

24 20 96 15 11


29

Sr. No


Frequency in

Minutes

Running Time (Mts.)

Stand Time

(Mts.)

No. of Buses


Kashimpur, Dabthua

8

Medical College to Modipuram via Auranshahpur Diggi, Fatehaulpur, Shashtri Nagar, Bajot, Moh. Gummi, Nagla Shekharkhan, Rethani, Partapur, Subhartipuram, Rampur Pavti, Sundarpur, Pathanpura, Murlipur Gulab, Jagla Tashi Kashimpur, Jatoli, Modipuram

36 30 144 15 11

9

Medical College to Chandsara via Aurangshahpur Diggi, Fatehaulapur, Shashtrinagar, Bazor, Moh. Gummi, Nagla Sherkhan, Rethani, Partapur Rly. Station, Sofia School, Kataimill

25 20 100 15 12

10

SSD College to SSD College via Gandhi bagh, Cantt. Rly. Station, Nagla Tashi Kasimpur, Murlipur Gulab, Rampur Pavati, Subhartipuram, Partapur Bypass, Rethani, Hafijabad, DN College, Bhansauli Bus StopBus Station, Begumpul, SSD College

29 30 116 15 9

11

SSD College to Subhartipuram via Lekhanagar, Rohanpur Dhorli, Nagla Tashi Kashimpur, Murlipur Gulab, Sundarpur, Rampur Pavati, Subhartipuram

20 30 80 15 6

12

Begampul to Subhartipuram via Bhansauli Bus Station, DN College, Hafijabad, Partapur Railway Station, Partapur Bypass, Subhartipuram

14 30 56 15 5

13 Telephone Exchange to Shubhartipuram via SSD College, City Railway Station,

15 20 60 15 8


30

Sr. No


Frequency in

Minutes

Running Time (Mts.)

Stand Time

(Mts.)

No. of Buses


Rohta level Crossing, Shobhapur Bypass, Shubhartipuram

14

City Rly. Station to Medical College via DN College, Bhansauli Bus Stop, Begumpul, SSD College, Telephone Exchange, Radha garden, Jail Chungi, Tejgadi, Medical College

16 20 64 15 8

15

City Railway Station to Sarai Kazi Mode via DN College, Bhansauli Bus Stop, Begumpul, SSD College, Telephone Exchange, Jail Chungi, Tej gadi, Medical College, Sarai Kazi Mode

17 30 68 15 6

16

Begumpul to Subhartipuram via Rampur Pavati, Maliyana, Transport Nagar, Metro Plaza, DN College, Bhansauli Bus Stop, Begumpul, Subhartipuram

11 20 44 15 6

17

SSD College to Shohrabgate Bus Stand via Telephone Exchange, Jail Chungi, Tejgadi, Shohrabgate Bus Stand

9 30 36 15 3

18

City Railway Station to City Railway Station via Begumpul, SSD College crossing, Telephone Exchange, Jail Chungi, Tejgadi, Medical College, Jagrati Vihar , Lohiya Nagar, Moh. Gummi, Nagla Shekharan, Rethani, Partapur Bypass, Maliyana, Transport Nagar, DN College, City Railway Station

43 30 172 15 12

143

The total fleet requirement for the augmentation of the services on the urban and sub

urban routes and for the proposed new urban and suburban route works out to be 143


31

in order to operate all the routes with desired frequency levels. City authority, with

discussions, may decide to operate all routes. The city authority may utilize the fleet

upto the maximum limit of the 95 % (142 buses). With these frequencies, the

passengers shall have assured bus supply with-in 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

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

thus fully serve its intended purpose.

3.4 Points 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

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

5) Cantt. Authority should allow more roads for the city traffic movement specially for

the public transport buses


32

4.0 Capital Cost, Financial Viability and Assistance Sought under

JnNURM

4.1 Type, No. and Cost of Buses

MoUD, GoI has sanctioned a total number of 150 buses under four categories for

Meerut 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

Fully Built Low Floor 400mm Floor Height

NON AC Diesel Buses

Fully Built Semi Low Floor

650mm Floor Height NON AC

Diesel Buses

Chassis 830

Diesel

Chassis Mini

Diesel

No. of Buses 10 30 70 40

Cost of Bus (Per Unit) 45.83 24.07 19.75 11.76

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

Gross Cost Per Bus (Bus + ITS) 48.83 27.07 22.25 13.76

Cost for Fleet of Buses (Bus + ITS) in each category 488.26 812.23 1557.24 550.27

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.


33

Table 4.2: Break Up of Cost per Bus

Amount in (Rs. Lacs)

Particulars

Fully Built Low Floor 400mm Floor

Height NON AC Diesel Buses

Fully Built Semi Low Floor 650mm Floor Height NON AC Diesel Buses

Chassis 830

Diesel

Chassis Mini

Diesel

Basic Price (BUS) 37.20 19.47 8.24 5.00

optional cost for extra attachment 0.00 0.00 0.00 0.00

Cost of Fabrication 9.50 5.50

Excise Duty 3.02 1.58 0.67 0.41

Cost of Bus (Inclusive Excise Duty) 40.22 21.05 18.41 10.91

Edu Cess@ 3% 0.09 0.05 0.02 0.01

VAT @12.5% 5.04 2.64 1.12 0.68

Fright Charges 0.02 0.10 0.10 0.10

Entry Tax@ 1% 0.45 0.24 0.10 0.06

Cost of Bus (Incl. of all Taxes) 45.83 24.07 19.75 11.76

Basic Price (ITS) 2.72 2.72 2.23 1.75

VAT 0.06 0.06 0.06 0.05

Service Tax 0.22 0.22 0.22 0.21

Cost of ITS 3.00 3.00 2.50 2.00

Total Cost (BUS + ITS) 48.83 27.07 22.25 13.76

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 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


NON AC Diesel Buses



Diesel Buses

Chassis 830

Diesel

Chassis Mini Diesel

Total

Govt. of India 50% 214.71 356.58 722.38 253.03 1546.70

Govt. of Uttar Pradesh

20% + Taxes 144.72 241.70 401.42 145.43 933.27

UPSRTC 30% 128.83 213.95 433.43 151.82 928.02

Total 488.26 812.23 1557.24 550.27 3407.99


34

The total Investment required for the project comes to approx. Rs 3407.99 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

amount of such trips.

4.4 Assumptions 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 no. 4.6.

Table 4.4: Assumption for Calculation of Operational Cost

Particulars

Fully Built Low Floor

400mm Floor Height NON

AC Diesel Buses

Fully Built Semi Low

Floor 650mm Floor Height

NON AC Diesel Buses

Chassis 830

Diesel

Chassis Mini

Diesel

1 LIFE OF BUS 10 10 8 6

2 VEHICLE UTILIZATION

Operated Km per day (in KM) 210 230 230 180

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

3 FUEL COST

Fuel (Rs. Per Litre) 33.81 33.81 33.81 33.81

Mileage of bus during 1st year of operation (in KMPL) 3.5 4 4.5 5.5

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

4 CREW COST

No. of Crew members per Bus 6 6 6 6

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

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

5 LOAN AMOUNT AND REPAYMENT

Loan Amount (in Rs. Lacs) 128.83 213.95 433.43 151.82

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

Loan Repayment Period (in Years) 5 5 5 5

Frequency of Payment Monthly Monthly Monthly Monthly


35

Particulars

Fully Built Low Floor

400mm Floor Height NON

AC Diesel Buses



NON AC Diesel Buses

Chassis 830

Diesel

Chassis Mini

Diesel

6 ANNUAL MAINTENANCE COST

Range of AMC Charges Per KM (For 1st Yr. to last year) (in Rs.) 3.20 to 14.7 3.00 to 13.60

2.75 to 7.60 2 to 4.50

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

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


NON AC Diesel Buses



NON AC Diesel Buses

Chassis 830

Diesel

Chassis Mini

Diesel

Range of Per KM Cost (in Rs.) 29 to 39 23 to 35

22 to 27 17 to 20

Average Per KM Cost (in Rs.) 34 29 24 19

4.6 Basic Assumptions considered for calculation of operational Revenue

Life cycle of the various categories of the buses:

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

o Fully Built Semi Low Floor 650mm Floor Height NON AC Diesel Buses: 10 Years

o Chassis 830 Diesel: 8 Years

o Diesel BS-III Mini Bus: 6 Years

Crew size per bus: 6


36

Vehicle Utilization per bus per day: As per the above table

Average Load Factor (LF): 65%

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

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

operational revenue per km for different type of buses is made. Table 4.6 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

Fully Built Low Floor 400mm

Floor Height NON AC Diesel Buses



Diesel Buses

Chassis 830

Diesel

Chassis Mini

Diesel

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

18 to 25.33

15.3 to 19.52

Average Per KM Revenue(in Rs) 24.52 24.52 21.49 13.34

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. 1.69 Cr. to Rs 4.75 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


37

5.0 Bus Specification and Repair and Maintenance Strategy

5.1 Bus Specifications

UPRSTC has purchasing the 1310 fully built buses and chassis 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


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

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.


38

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

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


39

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.


40

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.

Till such time the workshops are developed an all inclusive maintenance contract

with the bus manufacture for the life of the bus be sought. This arrangement would

help in fulfilling the needs of the workshops in the intervening periods.

Bus body fabrication workshop is required when the chassis is purchased separately

and bus bodies of desired specifications / styling are then fabricated and mounted

on the chassis. For a large organisation like UPSRTC it may be cost effective and

quality wise desirable to acquire these facilities in house to fabricate customised bus


41

bodies for servicing travel needs of various sectors of society efficiently and

economically. This facility would also facilitate mid term refurbishing of bus bodies

for improved life of buses and their present ability besides obtaining higher

reliability and safety of bus operations.

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.

The comprehensive AMC includes consumables, spare parts, type 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.


42

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


43

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.


44

Other aspects relating to their functioning are:

Places for accumulation of trips from different origins and destinations

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

At present LMPS (regional unit of UPSRTC) is operating 220 buses from the two

depots. The capacity of the existing depot is already saturated further new buses

may not be accommodated in the existing depot.

For induction of 300 new Buses at least Four land pockets are required in different

parts of the City for the construction of the Bus depot cum bus terminal. The

various feasible land pockets for the operation of 300 new 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. Hapur Road Location south of the Meerut city

2,58,580 sqm. (Out of which 4,400 sqm. belongs to the Meerut Municipal Corporation)

MDA & MMC Currently MMC is using their land as a dumping ground

This site is accessible from main road but is about 15 Km. away from the city Centre

2. Garh Road Near Samrat Hotel

23,390 sqm. MMC The site is accessible from two sides, Garh road and Nai Sadak.

The land has been encroached partly by the shopkeepers (temporary shelters along the road).


45

S. No.

Name of the site Area Ownership Remarks

This site is located near the city centre

3. Railway Phatak on Delhi road

5 Acre MDA This land is accessible from Delhi road but the land is uneven, has a huge depression, will require major landfill efforts.

4. Shradhapuri 5 Acre MDA MDA is transferring this land to UPSRTC for their regional workshop and terminal/depot. Temporarily this site may also be used for parking of city bus services.

5. Shashtrinagar 2400 Sqm. MMC This land has 2 or 3 unauthorized hutments This land may be used as a night parking (25) with wire fencing.

6. Lohiya Nagar on Hapur Road

3-4 acre MDA Development Authority has

agreed to give the land for construction of the Bus terminal cum depot

7. Shatabdi Nagar on Delhi Road 3-4 acre

MDA

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:

Maintenance bays & washing platform

Administrative block

Security

Bus Parking Area

Amenities for Crew- Toilets, rest rooms

Water Supply and Sewerage

Storm Water drainage


46

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

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.


47

6.5 Status of Land for Bus Terminal and Bus Depot+

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 Development Authority has in principal agreed to

give the land to the SPV for the construction of the terminal cum bus depot at

Shatabdi Nagar and Lohiya Nagar. 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.

6.6 Bus Stop and Bus Station/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 7 bus stations at suitable locations on the basis of volume of traffic

catered to by these bus stops are planned.

The locations of the proposed bus stations are:

1. City Rly. Station

2. Cantt. Rly. Station

3. Medical College


48

4. Near Tejgarh Chauraha

5. Zero mile

6. Kanshi

7. Shubhartipuram

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.

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:

Bus Terminal cum Bus Depot - 02

Bus Stations - 07

Bus Stops - Average at 0.5 Km. along the Bus Routes


49

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


50

are running off schedule. Besides ITS can provide public transport operators with

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:

– Bus Applications Design

– Passenger Information Systems (PIS)

– Management Information Systems (MIS)

– Central Control Facility

– 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


51

arrive at next bus queue shelter, etc., and any other data mentioned earlier.

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


52

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


53

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


54

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.


55

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.


56

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.


57

(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


58

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.


59

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).


60

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.


61

8.5 Advertisement Policy

Advertisement Policy Guidelines

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


62

iv. Exhibits within the doors/windows of any building, if the

advertisement relates to the trade, profession or business

carried on in that building

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).


63

ii. If they advertise a civic/community event involving the city

iii. If they can be considered as a public art

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


64

any place within the city without the written permission of the

Municipal Commissioner.

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


65

official traffic signs and includes standard

legend/background colour combinations.

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


66

ix. Advertisements depicting any nation or Institution in poor

light

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


67

b) Places of worship or of religions significance

c) Statues, minarets or pillars of heritage importance

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


68

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


69

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


70

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


71

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


72

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


73

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:


74

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


75

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.


76

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


77

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


78

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


79

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


80

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


81

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


82

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


83

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.


84

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.

Implementation Stage Detailed Project Report for … reports/BUS DPRS/Merrut.pdf · Implementation...

Documents

Transcript of Implementation Stage Detailed Project Report for … reports/BUS DPRS/Merrut.pdf · Implementation...