Implementation Stage Detailed Project Report for … reports/BUS DPRS...Implementation Stage DPR for Funding of Buses under JnNURM– Lucknow (U.P.) 5 1.0 City Profile 1.1 Background

December,

2009

Implementation Stage Detailed Project Report for Funding of Buses under JNNURM – Lucknow (U.P.)

FINAL REPORT

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

1

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

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

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

1.2 Demographic Profile & Socio Economic Characteristic ......................................... 5

1.2.1 Population Growth Trends .................................................................................... 5

1.2.2 Density ................................................................................................................... 6

1.2.3 Migration ............................................................................................................... 6

1.2.4 Sex ratio ................................................................................................................. 6

1.2.5 Literacy .................................................................................................................. 7

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

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

1.4.1 Industrial Development and trade & Commerce .................................................. 8

1.4.2 Occupational Pattern ............................................................................................ 8

1.5 Registered vehicles trend & Growth rate.............................................................. 9

1.6 Travel Characteristics .......................................................................................... 10

1.6.1 Per capita trip rate ............................................................................................... 10

1.6.2 Speed profile ....................................................................................................... 10

1.6.3 Average Trip length ............................................................................................. 10

1.7 Road Network Characteristics ............................................................................. 10

2.0 Public Transport Characteristics ...................................................................................... 11

2.1 Existing Routes: ................................................................................................... 11

2.2 Age Profile of the Existing Fleet: ......................................................................... 12

2.3 Specification of the existing Fleet: ...................................................................... 12

2.4 Physical Performance of the Existing Bus Services in Lucknow: ......................... 12

2.5 Financial Performance of the Existing Bus Services in Lucknow: ........................ 13

2.6 Fare Structure of LMTS: ....................................................................................... 15

2.6.1 Concessional fare ................................................................................................ 16

2.7 Fare Fixation Mechanism for City buses: ............................................................ 16

2.8 Existing Taxes on City buses: ............................................................................... 16

2.8.1 Motor Vehicle Tax ............................................................................................... 17

2.8.2 Passenger Tax ...................................................................................................... 17

2.8.3 Issues with the Existing Taxation policies: .......................................................... 18


2

3.0 Approved Bus Fleet & Bus Operation Planning / Route Network Planning ..................... 19

3.1 Approved Bus Fleet: ............................................................................................ 19

3.1.1 Category wise distribution of fleet: ..................................................................... 19

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

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

3.2.2 Identification of gaps in the present route structure ......................................... 21

3.2.3 Formation of New Routes ................................................................................... 29

3.3 Routine and Frequency ....................................................................................... 33

3.3.1 Span of operations: ............................................................................................. 33

3.3.2 Fleet Requirement for Operations: ..................................................................... 34

3.4 Points to be considered ....................................................................................... 52

4.0 Capital Cost, Financial Viability and Assistance Sought under JnNURM ........................ 53

4.1 Type, No. and Cost of Buses ................................................................................ 53

4.2 Break up of Cost per Bus ..................................................................................... 53

4.3 Funding Pattern ................................................................................................... 54

4.4 Assumption for Financial Analysis ....................................................................... 55

4.5 Operation Cost per KM ........................................................................................ 57

4.6 Assumption for Calculation of Operational Revenue .......................................... 57

4.7 Viability Gap ........................................................................................................ 58

5.0 Bus Specification and Repair and Maintenance Strategy ............................................... 59

5.1 Bus Specifications ................................................................................................ 59

5.2 Maintenance Strategy ......................................................................................... 60

5.2.1 Repair and maintenance functions ..................................................................... 60

5.2.2 Repair and Maintenance System Facilities .......................................................... 60

5.2.3 Annual Maintenance Contract ............................................................................ 62

6.0 Infrastructure Arrangements for City Bus Operation ...................................................... 63

6.1 Introduction ......................................................................................................... 63

6.2 Functions of Bus Terminals, Stations & Bus Stops .............................................. 63

6.3 Possible Locations of Bus Terminals and Bus Depots ......................................... 64

6.4 Various types of the activities proposed to be carried out at terminals sites .... 64

6.5 Status of Land for Bus Terminal and Bus Depot+ ................................................ 65

6.6 Bus Stop and Bus Station/Sub Terminals ............................................................ 66


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7.0 ITS and Control Systems .................................................................................................. 68

7.1 Introduction ......................................................................................................... 68

7.2 Management Information System (MIS) ............................................................. 70

7.3 Fare Collection System ........................................................................................ 72

8.0 Urban Transport Reforms ................................................................................................ 73

8.1 Introduction ......................................................................................................... 73

8.2 Urban Transport Committee as UMTA ............................................................... 73

8.3 Special Purpose Vehicle ....................................................................................... 77

8.4 Urban Transport Fund ......................................................................................... 78

8.5 Advertisement Policy........................................................................................... 79

8.6 Draft Parking Policy ............................................................................................. 91

8.7 Transit Oriented Development.......................................................................... 100

8.8 Proposed Fare Fixation /Regulatory Mechanism for city bus operation: ......... 101

8.9 Traffic Information and Management Centre ................................................... 102


4

Preface

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

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

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

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

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

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

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

roads and rise in air pollution levels. It is therefore imperative that effective and efficient mass

public transport services are provided in various cities in order to increase the share of public

transport.

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

for an efficient, reliable and cost effective public transport solution

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

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

under the second Stimulus Package announced by the Government on 2nd January, 2009. The

States, as a one time measure up to 30.06.2009, will be provided assistance under the Jawaharlal

Nehru National Urban Renewal Mission (JnNURM) for the purchase of buses for their urban

transport systems.

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

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

presented to the Central Sanctioning Monitoring Committee (CSMC) at its meeting on 13th

February, 2009 where the 310 buses were sanctioned and GOI had released Rs. 92.31 cr. as a 1st

installment of their shares. The second stage DPR is now been submitted to seek the balance

funds under the aforesaid initiative.


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1.0 City Profile

1.1 Background

Lucknow is the capital of India’s

most populous state, Uttar

Pradesh and is situated about

500 km southeast of New Delhi

in the heart of the state. The city

has a humid subtropical climate

with a cool dry winter from

December to February and a hot

summer from April to June. The

temperature extremes vary from

about 45 degrees Celsius in the

summer to 3 degrees Celsius in

the winter. The City receives

about 100 cm of annual rainfall

mostly from the southwest

monsoons between July and

September.

The more densely populated areas of the city are on the southern bank of the river

Gomti and several planned residential colonies have been developed to the north of the

River. Lucknow is known for its cultural heritage.

1.2 Demographic Profile & Socio Economic Characteristic

1.2.1 Population Growth Trends

Lucknow Urban Agglomeration (LUA) became a million-plus city in 1981. Besides the

areas under jurisdiction of the Lucknow Municipal Corporation (LMC), the agglomeration

also includes the Lucknow Cantonment (LC). Census 2001 estimated the population of

the Lucknow Urban Agglomeration at 22.46 lakh. This included an estimate of about

60,000 as population of the Lucknow Cantonment and 21.85 lakh population of Lucknow

City (Table – 1.1).


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Table 1.1: Decadal Growth of Urban Agglomeration and

Lucknow Municipal Corporation (1951-2021)

Year Lucknow Urban Agglomeration Lucknow Municipal Corporation Lucknow Cantonment

Pop. Decadal

Growth

Growth

rate (%)

Pop. Decadal

Growth

Growth

rate (%)

Pop. Decadal

Growth

Growth

rate (%)

1981 1007604 193622 23.79 947990 173346 22.38 59614 20276 51.54

1991 1669204 661600 65.66 1619116 671125 70.79 50089 -9525 -15.98

2001 2245509 576305 34.53 2185927 566811 35 59582 9493 18.95

2011 3226000 980491 43.66 3166000 980073 44.84 60000 418 0.70

2021 4500000 1274000 39.49 4440000 1274000 40.24 60000 0 0

Source: Master Plan: 2021; * Projected Population

Official records show that Lucknow’s population grew more than that of other cities in

the 1980s – mainly due to the extension of the jurisdiction of the Lucknow Municipal

Corporation from 14,594 hectares in 1981 to 33,750 hectares in 1991. In the 1990s,

average growth was comparable to that of cities of similar size, more than Kanpur and

Nagpur, but lower than Jaipur and Surat.

1.2.2 Density

The population density decreased from 69 persons per hectare to 49 persons per hectare

in 1980s, but it has now increased to 67 persons per hectare due to population growth.

The population growth projected varies between 3.51percent to 4.37 percent per year

over different 5-year periods until 2021, somewhat higher than for the average growth

rate of cities of similar size in the country and the state.

1.2.3 Migration

Migration into Lucknow accounts for 36% increase in population over the last decade. Of

the 5.76 lakh people added to the LUA during 1991-2001, about 2 lakh were migrants,

56.6% of them were from rural areas. In comparison, the natural growth was 3.68 lakh.

According to the census, 22% of the migrants are from rural areas and 27% from urban

areas and cited ‘employment’ as the main reason for their migration to Lucknow city. The

other reasons for migration include business reasons, education opportunities, marriage

etc.

1.2.4 Sex ratio

In Lucknow Municipal Corporation (LMC), there has been a steady increase in the

number of women per 1000 men – from 829 in 1971 to 849 in 1981, 862 in 1991 to 893

in 2001. While this rise in sex ratio is attributable partly to natural growth and also to


7

‘security’ that the city offers along with the good education facilities. An additional

factor could be that entire rural families are migrating in search of employment instead

of the general practice of only men migrating.

1.2.5 Literacy

Despite comparative economic prosperity and better infrastructure and education

facilities, literacy levels in the city vary from those in other cities of similar size. The

literacy rate in the LMC area recorded in 2001 was 67.46%. However, within the state

the city has a relatively high level of literacy – as could be expected in line with general

trends about differences between urban and rural areas. There were apparent increases

both in the Municipal Corporation area as well as in the Urban Agglomeration. Female

literacy levels though lower compared to total literacy levels have also shown an

increasing trend in the last three decades (Census 2001).

1.3 Land Use

The current land use of the Urban Agglomeration excluding that of the Cantonment is

shown in Table 2.3. According to the Master Plan 2021 estimates, Lucknow covered an

area of 16,270 hectares in 2004-05. Compared to 1987 when the area was estimated at

9,170 hectares, there has been a 77.4% increase in the total area in 2004-05. Trends in

land uses has been interesting, especially the fact that residential use has grown

dramatically in comparison to all other uses, although there has also been notable

growth in commercial, industrial and public service land use.

The percentage of area under traffic and transportation uses has been reduced from

10.38% in 1987 to 7.62% in 2004-05 which is undesirable as per the required norms.

Table- 1.2: Existing Land Use- Lucknow City area (in Hectares)

S.No. Land Use 1987 2004-05 Growth Percentage Area % Area %

1 Residential 4485.98 48.92 8945 54.98 99.40

2 Commercial 223.77 2.44 360 2.21 60.88

3 Administrative 474.69 5.18 560 3.44 17.97

4 Industrial 596.22 6.50 990 6.08 66.05

5 Parks/Playground 346.48 3.78 435 2.67 25.55

6 Public Services 902.02 9.84 1410 8.67 56.32

7 Traffic 952 10.38 1240 7.62 30.25

8 River/Water bodies 193.66 2.11 310 1.91 60.07

9 Open Land 996.14 10.86 2020 12.42 102.78

Total 9170.96 100 16270 100 77.43

Source: Master Plan, 2021


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With the radial growth of the city, the Cantonment has gradually been engulfed and is

today more centrally located. A Ring Road system has been developed to connect the

new development around the Old City and the Cantonment and the Trans-Gomti areas.

The LDA has planned to develop the intervening open spaces to take advantage of the

Ring Road. New housing colonies are already under construction in the southeastern

and eastern parts of the city. It is interesting to note that the Master Plan 2021 does not

take into account the development that is taking place on account of the entry of

private developers. Like most cities, Lucknow is witnessing a real estate boom with a

large number of private developers coming in – this additional development will

necessarily require infrastructure that needs to be taken into account when planning

investments in the future.

1.4 Urban Economy

1.4.1 Industrial Development and trade & Commerce

The major industries in the Lucknow Urban Agglomeration include aeronautics, machine

tools, distillery chemicals, furniture and chikan embroidery. The city has traditionally

been associated with chikan embroidery work on readymade garments, sarees, etc. with

most units being smallscale and household based and located in the old city area.

Lucknow is also a major centre for research and development (R&D) and an education

centre. Prominent R&D centres located in the city, include the National Milk Grid of the

National Dairy Development Board, Central Drug Research Institute (CDRI), Central

Institute of Medical and Aromatic Plants (CIMAP), Industrial Toxicology Research Centre

(ITRC), National Botanical Research Centre Institute (NBRI), National Handloom

Development Corporation (NHDC) Ltd., Pradeshik Cooperative Dairy Federation Ltd

(PCDF), Research Design and Standards Organisation (RDSO), and U P Export

Corporation. The Principal educational institutions in the City include the University of

Lucknow, King George Medical College, Indian Institute of Management (IIM), Birbal

Sahni Institute of Palaeo-Botany, the Board of Technical Education, Institute of

Engineering and Technology, Institute of Judicial Training and Research, Sanjay Gandhi

Post Graduate Institute of Medical Sciences (SGPGIMS), the Bathkhande University of

Indian Music, the Central Veterinary Research Laboratory and the Building and Road

Research Station and Indian Institute of Sugarcane Research.

1.4.2 Occupational Pattern

Lucknow, being a tehsil headquarter, a divisional headquarter and the state capital, is a

prominent administrative and commercial centre of the state. The proportion of

working population of Lucknow has remained more or less constant since 1981, at

around 28%.


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The employed (or ‘working’) population in the Urban Agglomeration (UA) was 27.5

percent in 2001, and the Master Plan 2021 envisages that it will increase to 30.0 percent

in 2021.

The tertiary sector has seen a rise in terms of share of workforce – it accounted for

about 80 percent of the work force in 2001 compared to 77 percent in 1981. In the

same period, there was a decline in the percentage of primary workers due to the

amalgamation of peripheral areas with their agricultural orientation within the city in

the 1980s. The Master Plan envisages that while the proportion of tertiary workers in

the UA will not change significantly in 2011 and 2021, there will be a decrease in the

proportion of primary workers and a relative rise in secondary workers (Table-2.2).

Table 1.3: Working Population by Major Occupation Categories

1981 1991 2001 2011 2021

Persons % Persons % Persons % Persons % Persons %

Primary 8706 3.12 32208 7.28 12783 2.07 9194 1 6750 0.5

Secondary 54474 19.50 93632 21.16 111180 18.00 174687 19 270000 20

Tertiary 216115 77.38 316610 71.56 493701 79.93 735524 80 1073250 79.5

Total 279295 100 442450 100 617664 100 919410 100 1350000 100

Source: Master Plan, 2021

Of the total workers (5,98,579) in LMC in the year 2001, the main workers constitute

89.82 percent and 10.18 percent were marginal workers including those seeking

employment. The distribution of main workers by education categories shows that 79

percent of the workforce in the city is literate. However, the proportion of workers with

technical degrees/diplomas including postgraduate was quite small, at about 4%.

1.5 Registered vehicles trend & Growth rate

The total number of vehicles registered in Lucknow city has been increased from 212,774 in 1994 to 601,745 in 2005. Details of growth of registered vehicles are shown in Table .

Table 1.4 Growth of Registered Vehicles in Lucknow City


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The total registered vehicles (On road) in Lucknow as per the available data were 9.62

lakh as on March 2008. At present, it is estimated that the vehicle population is nearly

11.0 lakh. The growth rate is very high for cars-jeep-van category, which are

personalized modes and occupy significant proportion of road space.

1.6 Travel Characteristics

1.6.1 Per capita trip rate

The per capita trip rate (PCTR) (including walk) for Lucknow was 0.924 as per RITES

study in 1997, which is expected to be 1.32 in the year 2025.

1.6.2 Speed profile

Nearly 70% of the road network in city area and nearly 100% of the roads within the

Core area have speeds on major road network upto 20 kmph. The average journey

speed is 17 kmph.

1.6.3 Average Trip length

The average trip length as per the RITES Study (1997) was 4.8 km, which has increased

marginally and can still be considered around 5.0 km with the development of work

centres in a multi nuclei manner.

1.7 Road Network Characteristics

As per the master plan data, about 10% of the total area is under transport, which is far

below the ideal range of 16% - 22%. Of the total major road network of 300 kms, the

average ROW is less than 30 m, and only about 22% road length has ROW more than 30

m. One third of the roads have abutting land use as commercial.

The main traffic generating areas are Lucknow Railway Station, Charbagh Bus Stand,

Vidhan Sabha, Secretariat, and the commercial areas in the central parts of the city.

With the expansion of the city, traffic has been increasing in and around the peripheral

areas. The main artery of Lucknow City, Station Road-Vidhan Sabha Marg-Ashok Marg,

remains extremely congested throughout the day. The traffic situation in main

commercial areas that include some heritage zones like Hazrat Ganj, Chowk , Aminabad,

Nakhas has become unmanageable. There is long waiting periods at all the traffic signals

in the central parts of the city. All roads in the commercial areas are encroached by the

small vendors.

The dedicated parking spaces are very limited, and as a result, vehicles are parked all

along the roads. This further reduces the available carriage width of the roads and

causes traffic congestion.


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2.0 Public Transport Characteristics

The Uttar Pradesh State Road Transport Corporation (UPSRTC) manages the public bus

transportation in the city with a fleet of 220 buses. 120 buses are operated within the

municipal limits whereas 100 buses are operating on the suburban routes. In the

absence of a proper public transport system, many inefficient modes of transport have

emerged in the city. Cycle rickshaws are commonly used for short distance commuting.

Other public modes of intra-city transport include three-wheeled scooters (capacity to

seat 6-7 passengers) and four-wheeled jeeps (capacity to seat 10-12 passengers). The

current bus network caters mainly to the developed colonies and passes through the

centre of the town.

2.1 Existing Routes:

Currently 17 city bus routes (some of them are clubbed versions of two routes) are

being operated by LMTS in Lucknow city. Average length of the said routes is 19 kms and

varies from 8.8 kms to 28.7 kms. A total 120 buses are operational through two depots

on these routes (Table 2.1). As mentioned above, theremaining 100 buses are

operational on eight suburban routes.

Table 2.1 Existing City Bus Routes

SI No

Route No/Name

From To Length (KM)

Lucknow Metroplitan Transport Service

1 11 Gomati Nagar Alambagh 21.5

2 11A Malhore Charbagh 16.9

3 11B Chinhat SGPGI 28.7

4 11C Charbagh Sardar Patel Dental College 11.4

5 11D Charbagh Bhimrav Ambedkar University 10.7

6 11E Charbagh Gopalkunj 9.4

7 12 Chinhat Scooter India 28.4

8 23 Gudamba Rajnikhand 24.0

9 24 Engineer College Alambagh 23.0

10 25 Charbagh Azad Engineer College 15.4

11 31 Alambagh IIM 23.6

12 33 Engineer College Alambagh 20.0

13 33A Alambagh Gole Chouraha 20.7

14 34 Alambagh Kovnagar 15.6

15 44& 44A Kakori Mor Alambagh 22.2

16 45 Viraj Khand Parag Dairy 27.9

17 66 GPO Kakori Tiraha 14.3

GPO Rajajipuram 8.8


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2.2 Age Profile of the Existing Fleet:

The average age of the existing fleet in Lucknow city is less than 5 years. With the

induction of new buses since last year , the age profile has further improved.

2.3 Specification of the existing Fleet:

Out of existing fleet, most of the buses are CNG buses and standard type, of about 10-11

meter length, high floor level (1150 mm) and powered by the engine of about 100-120

HP. Recently eight low floor buses (four from each depot) have been introduced on trial

basis. LMPS is also operating mini buses of length 6-8 meters ( mostly on suburban

routes) with carrying capacity of almost 30 passengers (including standee). As these mini

buses are diesel operated, therefore these are required to scraped and replaced by the

new fleet.

2.4 Physical Performance of the Existing Bus Services in Lucknow:

Various physical performances of the LMPS buses ( for 185 buses held till 31st

March,2009)are given in Table 2.2. The Operational results during the last four years

have been compared and observations are as follows:

1. Addition on New Fleet: No new addition of fleet is noticed during the period 2006-

07 to 2007-08. In fact, a reduction of 12 buses can be noticed in during 2006-07 to

2007-08. However, after this period, with additional fleet, the total numbers was

185 till March,2009. The present fleet size is about 220 buses.

2. % Fleet Utilization: During the recent past a steep improvement in fleet utilization

i.e. 13% can be seen.

3. Vehicle Utilization: Vehicle Utilization has improved by almost 57% during 2006-07

to 2007-08. Although during the recent past it has gone down by 7 kms per bus per

day.

Table 2.2 Operational characteristics of City buses in Lucknow

S.No Parameters 2008-09

(March

2009)

2007-

08

2006-07 2005-06

A Physical

1 Average no. of buses held 185 173 185 105

2 Average no. of buses on road 177 142 178 102

3 % of Fleet Utilization 96 82 96 97

4 Average age of bus (Year) 5 3 2 1

5 Total revenue Km in Lakhs 136.91 119.36 94.75 33.94


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S.No Parameters 2008-09

(March

2009)

2007-

08

2006-07 2005-06

B Daily Bus Utilization

1 Per bus held 203 189 140 180

Per bus on road 211 230 146 185

2 % load factor 81% 77% 87% 80%

3 Passenger carried lakhs 188.80 166.46 126.63 46.09

4 Passenger carried / bus on

road/ day

292 321 195 251

5 Km operated /day 37510 32702 25960 18855

C Fuel Performance

1 Kms/lts of HSD (KMPL) 6.3 6.22 5.89 5.14

4. % Load Factor: On analyzing the percentage load factor on LMPS buses during the

last four years, it can be observed that existing fleet is inadequate and there is a

need to increase the supply.

5. Passenger Carried: A steady increase in the total number of number of passengers

carried by the system is noted . A steep improvement in pax/bus/day can be noticed

during 2006-07 to 2007-08. At present, the buses carry about 60000-65000

passengers on an average day. On comparing this figure with other city operations

of similar size, pax/bus/day is still below the average i.e. 700-800 pax/bus/day.

6. Fuel Performance: A constant improvement in fuel efficiency can be observed in last

four years. Such high fuel efficiency may be because of a major share of mini buses

in total fleet.

2.5 Financial Performance of the Existing Bus Services in Lucknow:

Financial performance of LMPS in last four years is given in Table 2.3.

Table 2.3 Financial characteristics of City buses in Lucknow

S.No Parameters 2008-09 (DEC-2008)

2007-08 2006-07 2005-06 (W.E.F. 04/10/05)

A Revenue (Rs Lakhs)

1 Traffic Revenue 1160.71 1357.15 1217.06 400.72

2 Passenger tax 37.13 53.60 64.38 15.02

3 Other Revenue 8.47 6.05 11.66 2.16

4 Total Revenue 1206.34 1416.83 1293.15 417.94

-Rs in Lakh

-Rs revnue/km 12.14 11.87 13.65 12.31


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S.No Parameters 2008-09 (DEC-2008)

2007-08 2006-07 2005-06 (W.E.F. 04/10/05)

B Cost Rs in lakh

1 Personnel 460.42 552.29 462.05 140.62

2 Fuel & lubricants 660.27 684.96 577.03 180.99

-Rs in Lakh

3 Tiers & Tubes 40.31 45.11 19.72 0.51

-Rs in Lakh

4 Spare parts & Others 44.66 61.84 37.98 7.69

-Rs in Lakh

5 Interest 42.87 125.36 70.68 47.50

6 Depreciation 154.54 319.44 269.68 120.21

7 MV Tax 6.12 8.51 8.09 3.43

8 Passenger tax 37.13 53.60 64.38 15.02

9 Other tax 0 1.88 0.11

10 Total tax 43.25 63.99 72.58 18.45

11 Others 17.41 28.80 28.00 13.50

12 Total Cost 1463.73 1881.79 1537.72 529.47

-Rs in Lakh

C Operating Cost 14.73 15.77 16.23 15.60

D Operating Ratio (%) 1.21 1.33 1.19 1.27

E Surplus before tax 0.00 0.00 0.00 0.00

-Rs in Lakh

F Net profit/loss (Rs in Lakh) -257.39 -464.95 -244.57 -111.53

On comparing the year wise figures (Figure 2.1), following observations have been

made:

1. Earning per kms: Earning per km (EPK) for city buses in 2008-09 (Rs. 12.14/km) has

marginally improved as compared to 2007-08 (Rs 11.87/km).

2. Passenger Tax: Contribution of Passenger Tax in total revenue is in the range of 3.2-

3.9 %.

3. Cost of Operation: Cost of operation per kms (CPK) in last three years has shown a

declining trend.

4. Operating ratio: Throughout last four years operating ratio is more than one which

shows that city bus operation is in loss.


15

Financial Characteristics

0

2

4

6

8

10

12

14

16

18

2007-08 2006-07 2005-06 2004-05

Years

EPK in Rs

CPK in Rs

Operating Ratio (%)

Figure: 2.1 Financial Characteristics

2.6 Fare Structure of LMTS:

A distance based fare structure is being used in Lucknow city. The fare structure is based

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

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

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

surcharge and passenger amenities surcharge. The fare charged on Express buses is 10%

higher than that ordinary bus. Existing Fare structure of the city buses is given in Tables

2.4 & 2.5.

Table 2.4 For Low Floor Buses: Km Range Fare for AC Services in Rs Fare for Non AC Services in Rs

0-5 10.00 5.00

5-10 15.00 8.00

10-15 20.00 10.00

15-20 25.00 12.00

Above 20 30.00 15.00

Table 2.5 Ordinary Buses

Km Range Fare in Rs

0-3 3.00

3-5 5.00

5-10 8.00

10-15 10.00

15-20 12.00

Above 20 15.00


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2.6.1 Concessional fare

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

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

category of citizens are shown below.

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

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

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

charge in UPSRTC buses. However, extra charges and the taxes other than the bus

fare are to be paid by them.

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

2.7 Fare Fixation Mechanism for City buses:

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

considerations of reasonable profit to industry. The Government of Uttar Pradesh has

fixed fares for both stage and contract carriage vehicles, based on "kilometer basis" for

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

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

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

2004-05 onwards, UPSRTC fares were revised on the basis of increased fuel costs and

the dearness allowance paid to its employees.

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

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

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

tax. The fare per passenger km in respect of private operator's buses works out to 49

paise per passenger km.

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

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

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

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

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

2.8 Existing Taxes on City buses:

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

State and Local Governments.


17

2.8.1 Motor Vehicle Tax

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

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

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

In case of buses, tax rates differ for stage and contract carriages. Motor vehicles tax varies with number of seats and types of routes.

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

B). Motor vehicle tax varies between Rs. 95 quarterly (for a seating capacity of 3)

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

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

assumed.

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

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

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

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

4. Additional Tax: Rs 4200.0 per quarter for stage carriage having not more than 35 seats and Rs. 6000.0 per quarter more 35 seats bus.

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

i. With 35 <seating capacity >20

For first 20 seats-Rs 590.0

For every additional seat- Rs 35.0

ii. With seating capacity >35

For first 20 seats-Rs 1115.0

For every additional seat- Rs 45.0

2.8.2 Passenger Tax

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

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

17.36% on the fare box revenue on UPSRTC buses and 12% on private sector vehicles.


18

2.8.3 Issues with the Existing Taxation policies:

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

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

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

quantum of additional passenger tax gets automatically revised with passenger fare

revision.

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

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

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

seat per quarter separately for the two classes of routes.

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

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

revenue for the private operators' buses.

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

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

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

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

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

characteristics data to assess income potential, etc.

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

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

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

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

continue to operate their buses even after surrendering their permits. In the process

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

same from passengers.

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

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

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

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

taxes is higher in UP than that in other States.


19

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 541 buses is required for the year 2010 for Lucknow urban travel operations.

300 buses were approved for the Lucknow city.

3.1.1 Category wise distribution of fleet:

The distribution of proposed 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 3.1 Distribution of buses

Category of buses Approved No. of Buses

Remarks

Mini Bus 125 Mini buses with 6-8 mt. length

Ordinary buses 90 Buses of 830+/- 100 mm floor height

Semi Deluxe 40 Buses of 650 mm floor height

Deluxe Non AC 30 Buses of 400 mm floor height

Super Deluxe AC 15 Buses of 400 mm floor height fitted

with air conditioning system

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


20

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


mm Floor Height Non AC

Diesel buses

Tata Marcopolo

LPO 1618

30 Deluxe Agra-10,

Allahabad-10,

Meerut-10


mm Floor Height Non AC

CNG buses

Tata Marcopolo

LPO 1623

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

3.2 Operation Planning / Route Network Planning

The basic steps in formulating the Bus Operation Plan shall be as follows:

1) Identification of gaps in the present route structure

2) Suggestions for optimum route planning,


21

Fleet augmentation\ As 1st Phase exercise

a) Modifications in present routes

b) Increase in frequency

c) Estimation of fleet size required

Formation of the New Routes \As 2nd Phase exercise:

a) Suggested new routes

b) Suggested frequency levels

c) Estimation of fleet size required

3) Suggestions for service enhancements

3.2.2 Identification of gaps in the present route structure

UPSRTC has operating 17 Urban Route in the Lucknew City. The Details of the route

along with bus fleet are existing frequency are given the following Table 3.3. These have

been depicted in the Figure 3.1 attched as an annexure with the Report.

Table 3.3 Details of the Existing Routes

S.No. Route Description Route No Length (in km)

No of Buses

deployed (existing

fleet)

Existing /observed Frequency

(in min)

Columns A B C D

1 Chinhat to Alambagh 11 21.6 19 15

(Matiyari Tiraha-Petrol Pump-Chinhat turn-Kathauta Chauraha-Amity University-Hahnemann Chauraha-Judicial Training Instt.-Husariya Chauraha-Malik Timber-Patrakar Puram-P.S. Gomti Nagar-Vishal Khand Turn-CMS-Vipulam-Ambedkar Smarak-Jansattta-Lohia Park Turn-Fun Republic-Uptron-Balu Adda-M.M. Malviya Turn-Tikuniya Park-DanikJagran-Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-AAykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-PS Alambagh-Tedi Puliya(Alambagh)-Almbagh Bus Stn.-Ajanta Hospital-Almbagh Chauraha)


22


No of Buses

deployed (existing

fleet)


(in min)

Columns A B C D

2 Malhaur Railway Station to Charbagh 11A 16.9 2 90

(Malhaur Rlw. Stn.-Rail Vihar Chauraha-CBCID-Divine Heart-Hahnemann Chauraha-Judicial Training Instt.-Husariya Chauraha-Viram Khand-Vikash Khand-Vipul Khand-CMS-Vipulam-Ambedkar Smarak-Jansatta-Lohia Park Turn-Fun Republic-Uptron-Balu Adda-Dalibagh-Daik Jagran-Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-Aaykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh

3 Chinhat To S.G.P.G.I 11B 28.7 2 120

(Matiyari Tiraha-Petrol Pump—Chinhat Turn-Kathauta Chaura-Amity University-Hahnemann Chauraha-Judicial Training Instt.-Husariya Chauraha-Malik Timber-Patrakar Puram-P.S. Gomti Nagar-Vishal Khand Turn-CMS-Vipulam-Ambedkar Smarak-Jansatta-Lohia Park Turn-Fun republic-Uptron-Balu Adda-Dalibagh-Danik Jagran-Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-Aaykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-KKC-Sadar Turn-Chappan Chouraha-Base Hospital-Lal Kurti=Suhani Kheda=Hanuman Mandir-Ram Bharosey School-Brindavan Yojna-Sainaini Vihar-South City-Uttarathia-Sardar Patel Hospital-Krishna Vihar Colony-Mawaiyya-S.G.P.G.I.)

4 Charbagh-Eldeco-Sardar Dental College 11C 11.4 1 120

(Charbagh-KKC-Sardar Turn-Chappan Chouraha-Base Hospital-Lal Kurti-Suhani Kheda-Hanuman Mandir –Ram Bharosey School-Brindavan Yojna-Sainaini Vihar-South Cityp Uttarathia-Eldeco Housing SocietypRaksha Khand-Ashray Khand-Sanskriti Enclave-DPS-Rajendra Singh Marg-Sardar Patel Dental College)


23


No of Buses

deployed (existing

fleet)


(in min)

Columns A B C D

5 Charbagh-South city-Baba Saheb Ambedkar University 11D 10.7 1 120

(Charbagh-KKC-Sadar Turn-Chappan Chouraha-Base Hospital-Lal Kurti-Suhani Kheda-Hanuman Mandir-Ram Bharosey School-Brindavan Yojna-Sainaini Vihar-South city-Lucknow Public School-Piprauli Gaon-All Saint School Turn-Block G-18 Turn-Block-H –Baba Saheb Ambedkar University)

6 Charbagh to Gopesh Kunj Chauraha 11E 9.4 1 150

(Charbagh-KKC-Sadar Turn-Chappan Chouraha-Base Hospital-Lal Kurti-Suhani Kheda-Hanuman Mandir-Ram Bharosey School-Brindavan Yojna-Girdhar Kunj Turn-Maa Saraswati Public School-Tikuniya Park-Gopal Kunj-Gopesh Kunj Chauraha)

7 Chinhat to Scooter India 12 28.4 10 30

(Matiyari Tiraha-Petrol Pump-Chinhat turn-Kamta Tiraha- Surendra Nagar-Ismail Ganj0Sector 8-Polytechnic-Aravali Turn-HAL-Bhootnath-Neelgiri-Lekhraj-Shakti Nagar Dhal-Badshah Nagar-Gol Market-Nisha Tganj-Paper Mill Colony-Gokhle Marg-Sikandar Bagh-Jawahar Bhawan- Shakti Bhawan-AAykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-PS Alambagh-Tedi Puliya(Alambagh)-Almbagh Bus Stn.-Ajanta Hospital-Almbagh Chauraha-Ram Nagar-Puran Nagar-SNG Nagar-Awadh Hospital-Bra Birwa=K. Nagar P.S.-Avadh Collegiate-Purani Chungi-Beema Hospital-T.P. Nagar-Bagia No. 2-Bagia No. 3-Airport-Nadar Ganj-Shanti Nagar-Sainik School-Hydel Colony-Gauri Vihar-Scoter India)

8 Gudamba to Rajni Khand 23 24 18 20

(P.S. Gudamba-Pharpur Tiraha-Gayatri Temple-Teri Puliya-Chandra Sweet House-Lohia Nagar Turn-Lekhraj Panna-PNB Turn-K.K. Palace-Vikas Nagar Turn-Rahim Nagar Chauraha-Wireless Chauraha-Mahanagar


24


No of Buses

deployed (existing

fleet)


(in min)

Columns A B C D

Boys-Gol Market-Nishatganj-Papr mill colony-Gokhle Marg-Sikandar Bagh-Jawahar Bhawan-Shakti Bhavan-Aaykar Bhavan-GPO-Bapu Bhavan-Burlinton-Husain Ganj-Vikas Deep-KKC-Bharbagh-Mawaiya-PS Alambagh-Teri Puliya-Almbagh Bus Stn.-Ajanta Hospital-Almbagh Chauraha-Ram Nagar-Puran Nagar-SNG Nagar-Awadh Hos.-Bara Birwa-Burgavan-BSNL Training Centre-Prem Plaza-Aashiyana Chauraha-P.S. Ashiyana-Kila Gao Chauraha-Kila Chauraha-Rajni Khand Turn-Rajni Khand)

9 Alambagh-Munshipulia-Engg. Collage 24 23 18 30

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Badshah Nagar-Shakti Nagar Dhal-Lekhraj-Meena Market-Shalimar Chauraha-Bhootnath Turn-B-Block-C-Block-D-Block-Munshipulia-Sector-16-Sector-19-Sector-25-Khurramnagar Chauraha-Vikash Nagar-Tedi Puliya-Sahara Estate-Engg. College)

10 Alambagh-Munshipulia-Manas Vihar Colony-Engl. College

24A 25 2 150

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Badshah Nagar-Shakti Nagar Dhal-Lekhraj-Meena Market-Shalimar Chauraha-Bhootnath Turn-B-Block-C-Block-D-Block-Munshipulia-Sector-17 Turn, Manas Enclave-Manas Vishar Colony (Pani Ki Tank)-Fareedi Naga-Picknik Spot Gate-Khurram Nagar Chauraha-Vikas Nagar-Tedi Puliya-Sahara Estate-Engg. College)


25


No of Buses

deployed (existing

fleet)


(in min)

Columns A B C D

11 Azad Engg. College to Charbagh 25 15.4 2 120

(Bhunval School-Azad Engg. College-CRPF Chauraha-Bijnor Market-Sarvan Nagar-Omaxe city-Jyoti Gas Godown-Aurnabad-Sector N-Paso Kila Chauraha-Saleh Nagar-Usri Tiraha-Bangle Bazar-Ambedkar Maidan-Jail Road Chauraha-Anand Nagar Turn-Fateh Ali Chauraha-CPH Chauraha-P.S. Alambagh-Mawaiya-Charbagh)

12 Alambagh-Hazratganj- Kapoorthala-Engg. College-IIM 31&33 23.6 18 20

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Mahanagar Boys-Channi Lal Chauraha-Kapurthala-Sector-C-Aanchlic Vigyan Kendra-Purania-P&T Colony-Beli Garad-Sector-Q-Ram Ram Bank-Engg. Coll-P.S. Madiyaon-Khadri-IIM Turn-Maharishi Vidya Mandir-IIM Gate-IIM Station)

13 Alambagh-Kapoorthala-Engg. Coll-Gol Chauraha 33A 20.7 1 150

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Mahanagar Boys-Channi Lal Chauraha-Kapurthala-Sector-C-Aanchlic Vigyan Kendra-Purania-P&T Colony-Beli Garad-Sector-Q-Ram Ram Bank-Engg. Coll-Sahara Turn-Nuiyapur Chauraha-Aakansha Chauraha-Abhishek Puram-Mulayam Tiraha-Atal Chauraha-Gol Chauraha)


26


No of Buses

deployed (existing

fleet)


(in min)

Columns A B C D

14 Alambagh-Kapoorthala-Keshaw Nagar Chauraha 34 15.6 1 120

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Mahanagar Boys-Channi Lal Chauraha-Kapurthala-Sector-C-Aanchlic Vigyan Kendra-Purania Chauraha-Purani Tiraha-Sitapur Road-Keshaw Nagar Chauraha)

15 Alambagh-Andhe Ki Chowki-Kakori Turn-Badagaon 44 22.2 3 75

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Odeon Cinema-Kaiserbagh Chauraha-Kaiserbagh Bus station-Balrampur Hospital-Civil Court-Gandhi Bhawan-Daliganj Bridge-Medical College-Nakkhash Turn-Chowk-Koneshwar-Tahsenganj-Thakurganj-Balaganj Chauraha-Dubagga Petrol Pump-Dubagga-Sitapur Bi-pass-Andhe ki chowki-Kakori turn)

16 Alambagh-Kaisher Bagh-Chowk-Dubbaga-Buddeshwar Chauraha-Kakori Turn Tiraha 44A 22.5 2 120

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Odeon Cinema-Kaiserbagh Chauraha-Kaiserbagh Bus station-Balrampur Hospital-Civil Court-Gandhi Bhawan-Daliganj Bridge-Medical College-Nakkhash Turn-Chowk-Koneshwar-Tahsenganj-Thakurganj-Balaganj Chauraha-Dubagga Petrol Pump-Dubagga-Police Chowki Ring Road-Fareedpur-Buddeshwar Chauraha-Pink City-Rajkiya Balgrah-Raj. Drishthibadhit I. Coll.-Che. Viklang Punar. Ken.-Kakori Turn Tiraha)


27


No of Buses

deployed (existing

fleet)


(in min)

Columns A B C D

17 Alambagh-Andhe Ki Chowki-Kakori Turn-Bhalia Chauraha 44B 30.1 2 150

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh Bus Station-Bas mandi Turn-Bas Mandi Chauraha-Lal Kuan-Husainganj Chauraha-Burlington-Odeon Cinema-Kaiserbagh Chauraha-Kaiserbagh Bus Station-Balrampur Hospital-Civil Court-Gandhi Bhawan-Daliganj Bridge-Medical College-Nakkhash Turn-Chowk-Koneshwar-Tahsenganj-Thakurganj-Balaganj Chauraha-Dubagga Petrol pump-Dubagga-Sitapur Bi-pass-Andhi Ki Chowki-Kakori Turn-Kakori Bazaar-Dusdoei-Gohramau-Bhliya Churaha)

18 Vikash Khand to Pasi Quila 45 27.9 10 30

(Vikash Khand-Hahnemann Chauraha-Amity University-Kathauta-Vikrant Khand-Vijayeepur-Indira Pratishthan-Lohia Hospital-Pik up bhavan-Polytechnic-Aravali Turn-H.A.L. Bhootnath-Neel Giri-Lekhraj-Shaktinagar Dhal-Badshah Nagar-Gol Market-Nishat Ganj- Paper Mill Colony-Nishatganj-Gol Market- Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-AAykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-PS Alambagh-Tedi Puliya(Alambagh)-Almbagh Bus Stn.-Ajanta Hospital-Almbagh Chauraha-Ram nagar-Puran Nagar-SNG Nagar-Awadh Hos.-Baa Birwa-K. Nagar P.S>-Avadh Collegiate-Purani Chungi-Hind Nagar-Shanti Dev Temple-Parag Dairy X-ing-Parag Terminal-Nageshwaar Temple-Sector-N-Pasi Quilas)

19 GPO-Rajaji Puram-Duddeshwar Chauraha-Kakori Tiraha 66 14.3 3 30

(GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-Govt. Press-Bhusa Mandi-Eveready-Ranjit Singh Building-City Convent School-B-Block-Post


28


No of Buses

deployed (existing

fleet)


(in min)

Columns A B C D

Office-Jal Sanstahan-Tempo Stand Turn-Tempo Stand Raajipuram-CMS School-Mal Tiraha-Alamnagar Railway Crossing-Nazim Nagar (Noor Complex)-Buddeshwar Chauraha-Pink City-Rajkiya Balgrah-Rajkiya Drishtibadhit Inter College-Chetriya Viklang Puranvaas Kendra-Kakori Turn Tiraha)

20 Charbagh to Ambedkar Smarak via Chota Imambara, Sikandarbagh SHUTTLE 31.8 4 120

Based on the discussion and filed visit the following gaps were identified in the present

Route

1. Routes are mainly destination oriented

2. Too many routes concentrated along Station Road, Vidhan Sabha Marg & Ashok

Marg, and combined with other private vehicles, result in congestion on these

roads. This gives a false feeling to many that Lucknow roads will not be able to cater

to the additional new fleet being provided under JnNURM scheme. Considering the

population, length-width of the road network and the mobility levels (Per capita trip

rate, which is high in Lucknow), the City requires a minimum of about 500-800 buses

for intra-city travel needs.

3. The Central area, the old CBD, which should have more public transport supply, is

serviced by few routes, even though the right-of-way is adequate in some sections.

This gap has been created on account of high level of side friction (due to informal

activities and temporary encroachments) that the bus has to negotiate while moving

on these routes. Mini buses having less width and relative ease in maneuverability

can be an option to be considered. Even in extreme congested sections/conditions,

one way mini bus routes can be pushed through.

4. Sectoral connectivity not uniform (dividing the entire Lucknow City in seven sectors,

where sector is the area lying between two major roads, such as between Faizabad

Road and Kursi Road, between Kanpur Road and Mohan road, between Mohan road

and Hardoi Road etc, and whereby sectoral connectivity implies the relative number

of routes generated from/destined to in the sector providing connectivity to major

transport terminals, hospitals, educational institutions, work centres and residential

colonies). It is noticed that whereas some sectors have higher concentration of

routes, commuters in some sectors have barely one or two routes to move into the

City for various purposes.


29

5. Few routes through the Cantt. area. The Cantt. occupies a large area in the centre

of the present urban sprawl of Lucknow. Important residential colonies, work

centres etc are located on the periphery of the Cantt area. However, due to levying

of heavy charges (Cantt establishment charges @ Rs 50/- per bus per entry), not

enough routes are penetrating/cutting across the Cantt area.

6. No ring/mudrika services- Interaction between some outer, recently developed

sectors has increased. The peripheral connections would result in easing out the

loads on the inner radial roads and intersections. These services could also utilize

sections of Shaheed Path, Dubagga Bypas, VIP Road for un-interrupted, fast travel

(though the route length increases) to peripheral developments. Hence there is a

need to connect:

1) Gomtinagar in East to Indranagar, Janakipuram in North-North East.

2) Indranagar, Janakipuram in North-NorthEast to developments on Kursi Road

and Sitapur Road.

3) Interconnections between developments on Sultanpur and Raebareilly roads

in South-SouthEast to those near Kanpur Road in South-SouthWest

4) Interlinking between Developments in South (LDA colonies between Kanpur

Road and Raebareilly road, and between Raebareilly road and Sultanpur Road)

to those in North (institutional and commercial developments in Aliganj,

Kapurthala, Sitapur Road, Janakipuram etc).

The fleet has ben augmented on the existing route to bring the route frequency on the

desired level.

3.2.3 Formation of New Routes

An interactive process has been followed at Lucknow for selection of routes. The

scheme was publicized in the media and suggestions were invited. The various

suggestion/ Comments were received form the public representatives. The details of

these comments/suggestions are enclosed as Annexure 3.5. Based on the above cited

considerations in para 3.2.2 and suggestions received from public representatives,

about eight new routes have been worked out. These have been depicted in the Figure

3.1 attached as an annexure with the Report.

The details of the New routes are given below:


30

Route 1

Manak Nagar to Hazratganj via Alambagh–Charbagh. The route is 16.0 Long. Route is

justified, and since the area is moderately populated, demand levels shall be low. Mini

buses shall be ideal to serve this route. Buses could start from both ends

simultaneously. However, parking spaces should be assured from RDSO side.

Route 2

Buddeshwar Mandir Chauraha to Gomtinagar via Alamnagar Railway Station, Bavali,

Tiketrai Talab, Bulaki Adda, Haiderganj, Naka Hindaula, Lal Kua, Sectt.(Hajratganj), Civil

Hopital, Jiyamau, Balu adda, Uptron, Fun republic, Lohia Park turn upto Vivek khand.

The route connects western residential parts with Aminabad and Latouche roads,

important commercial streets and then onwards to Secretariat. As the available RoW is

a constraint, only mini bus may perhaps negotiate this route. Since the route length is

small upto Secretariat, and the space for terminal is scarce, the route, from Secretariat

onwards can be extended upto SGPGI via Sadar Bazaar and Command Hospital; or it can

be taken eastwards to touch Gomtinagar via Civil hospital, Jiyamau, Balu Adda, Uptron,

Fun republic, Lohia Park turn upto Vivek khand.

Route 3

Rajajipuram to Munshi Pulia via Gaurishankar Srivastava Marg, Rani Laxmibai Hospital,

Talkatora, Bulaki Adda, Nakkhas, Medical College,Parivartan Chowk, Sikandar Bagh,

Nishatganj, Mahanagar, Badshah Nagar to Munshi Pulia (Indira Nagar). The route is 17

Km. Long.

This link is justified, considering that there are few linkages from west parts of the City

to the North eastern and eastern parts. However, in order for better connectivity with

the areas developing around the Shah Nazaf road (Sahara Ganj mall etc), the route after

medical college can continue on MG Road to Parivartan chowk , further to Rana Pratap

Marg to Sikandar Bagh, further on Ashok marg to Badshah Nagar to Munshi Pulia

(Indira Nagar).

Route 4

Engineering College to Chinhat via Aliganj, Sector -I Chauraha, Purnia, Kapoorthala,

Mahanagar, Badshahnagar, HAL, Polytechnic Chauraha (Faizabad road), Chinhat. The

Route is 13.0 Km. Long.

This north west-east link is justified as it connects important and large residential

settlements with work and commercial centres as well as educational centres.


31

Route 5

Gomtinagar to Thakurganj via Dainik Jagran, Tikunia Park, NBRI, Sikandar Bagh,

Pparivahan Bhawan, Medical college, Thakurganj, can be extended upto Dubagga. The

route length is 19.0 Km. The route is connecting East-west part of the city through the

centre.

Route 6

LDA colony to dubagga via Sharda Nagar Yojana, LDA A,B,C blocks, Krishna Nagar, Bira,

awadh Hospital, Bypass and Balaganj Chungi. The route length is 17 Km.

The proposed route is Linking residential locations in south to residential locations in

west,

Route 7

SGPGI to Medical college via Eldeco colony, South city, Vrindavan Yojana, Teli bag,

Command Hospital, Sadar, Burlington crossing, Dr R K Tandon marg, Kesarbagh rotary,

Balrampur Hosital, MG Bhawan, Chowk, Medical college. The route Length is 17.0 Km.

The route is linking health facilities across the city. The route provides links to residential

colonies coming up in south also. As per the passenger demand the route is suitable for

Mini Bus operation.

Route 8

From Transport nagar yojana-Kanpur road to Govt Polytehnic- Faizabad road via Hind

Nagar Colony, Mansarovar yojana, parag Dairy, ambedkar smarak, LDA colony, ruchi

khand-rajni khand,south city, Anandpuri, Eldeco, shaeed path, Gomti nagar vyom khand,

vikas khand, vinay khand, vivek khand, Ismailganj, faizabad road. The route length is 27

Km.

The route is linking all major settlements in south with each other. The route utilises

long path but it provide fast link between south part of the city with Gomti nagar in

North west specialy Academic institutions, service sector and residential pockets.

(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).


32

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 need for phase wise

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

operations shall follow, in due course of time.

Services Enhancement

(b) 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 need for phase wise

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

operations shall follow, in due course of time.

(c) Inter City Bus Link and Rail Link Services

City is an Administrative Headquarter of State, the commuters come to the city

use either “Regional Bus” or “Rail” transport systems. There is a need to provide

Link to facilitate inter modal co-ordination.

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

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

the operations shall follow later.

(d) Special Services

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

trade & commerce & places of tourist interest there is always 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 lady specials, excursion specials etc.

Depending upon the experience the fleet could be augmented. However these

services shall be implemented after the base routes are stabilized.


33

3.3 Routine and Frequency

3.3.1 Span of operations:

The span of operations is very important from customer’s view point, as it decides the

service availability to the customers. Further, the span of operation also effects 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 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

periods need additional frequency of services to match the demand.

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

from 21-30 to 23.00 Hours shall be “Slack Period” operations with reduced frequency

instead of normal frequency.

Since school times in Kanpur are from 7.00 to 12.00 – 14.00 Hours, there is need to

restore to normal frequency from 6.30 onwards, to enable student traffic to make 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.


34

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

2(Running Time in min. for one side + Stand Time or

Lay off Time in min for one side)

Number of buses = ----------------------------------------------------------------

Frequency in min.

Basic assumptions for Assessment of additional fleet to be deployed on existing routes

1) All the existing routes shall continue to be operated, including routes no 24A & 33A.

2) The avg. journey speeds remain same in futu

The detail fleet requirements for the fleet augmentation on existing Route and fleet for

Proposed Routes are given in Table 3.4 to Table 3.5.

Table 3.4: Route wise requirement of Fleet for Urban Services

SN Route Description Route

No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)

Avg. one way trip time (in min)

Avg Journey Speed ( in km/hr =

(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)

Columns A B C D E F G H I

1 Chinhat to Alambagh 11 21.6 19 15 143 9 8 36 17

(Matiyari Tiraha-Petrol Pump-Chinhat turn-Kathauta Chauraha-Amity University-Hahnemann Chauraha-Judicial Training Instt.-Husariya Chauraha-Malik Timber-Patrakar Puram-P.S. Gomti Nagar-Vishal Khand Turn-CMS-Vipulam-Ambedkar Smarak-Jansattta-Lohia Park Turn-Fun Republic-Uptron-Balu Adda-M.M. Malviya Turn-Tikuniya Park-DanikJagran-Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-AAykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-PS Alambagh-Tedi Puliya(Alambagh)-Almbagh Bus Stn.-Ajanta Hospital-Almbagh Chauraha)


36


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


2 Malhaur Railway Station to Charbagh 11A 16.9 2 90 90 11 20 9 7

(Malhaur Rlw. Stn.-Rail Vihar Chauraha-CBCID-Divine Heart-Hahnemann Chauraha-Judicial Training Instt.-Husariya Chauraha-Viram Khand-Vikash Khand-Vipul Khand-CMS-Vipulam-Ambedkar Smarak-Jansatta-Lohia Park Turn-Fun Republic-Uptron-Balu Adda-Dalibagh-Daik Jagran-Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-Aaykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh


37


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


3 Chinhat To S.G.P.G.I 11B 28.7 2 120 120 14 20 12 10

(Matiyari Tiraha-Petrol Pump—Chinhat Turn-Kathauta Chaura-Amity University-Hahnemann Chauraha-Judicial Training Instt.-Husariya Chauraha-Malik Timber-Patrakar Puram-P.S. Gomti Nagar-Vishal Khand Turn-CMS-Vipulam-Ambedkar Smarak-Jansatta-Lohia Park Turn-Fun republic-Uptron-Balu Adda-Dalibagh-Danik Jagran-Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-Aaykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-KKC-Sadar Turn-Chappan Chouraha-Base Hospital-Lal Kurti=Suhani Kheda=Hanuman Mandir-Ram Bharosey School-Brindavan Yojna-Sainaini Vihar-South City-Uttarathia-Sardar Patel Hospital-Krishna Vihar Colony-Mawaiyya-S.G.P.G.I.)


38


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


4 Charbagh-Eldeco-Sardar Dental College 11C 11.4 1 120 60 11 20 6 5

(Charbagh-KKC-Sardar Turn-Chappan Chouraha-Base Hospital-Lal Kurti-Suhani Kheda-Hanuman Mandir –Ram Bharosey School-Brindavan Yojna-Sainaini Vihar-South Cityp Uttarathia-Eldeco Housing SocietypRaksha Khand-Ashray Khand-Sanskriti Enclave-DPS-Rajendra Singh Marg-Sardar Patel Dental College)

5 Charbagh-South city-Baba Saheb Ambedkar University 11D 10.7 1 120 60 11 20 6 5

(Charbagh-KKC-Sadar Turn-Chappan Chouraha-Base Hospital-Lal Kurti-Suhani Kheda-Hanuman Mandir-Ram Bharosey School-Brindavan Yojna-Sainaini Vihar-South city-Lucknow Public School-Piprauli Gaon-All Saint School Turn-Block G-18 Turn-Block-H –Baba Saheb Ambedkar University)


39


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


6 Charbagh to Gopesh Kunj Chauraha 11E 9.4 1 150 75 8 25 6 5

(Charbagh-KKC-Sadar Turn-Chappan Chouraha-Base Hospital-Lal Kurti-Suhani Kheda-Hanuman Mandir-Ram Bharosey School-Brindavan Yojna-Girdhar Kunj Turn-Maa Saraswati Public School-Tikuniya Park-Gopal Kunj-Gopesh Kunj Chauraha)

7 Chinhat to Scooter India 12 28.4 10 30 150 11 15 20 10

(Matiyari Tiraha-Petrol Pump-Chinhat turn-Kamta Tiraha- Surendra Nagar-Ismail Ganj0Sector 8-Polytechnic-Aravali Turn-HAL-Bhootnath-Neelgiri-Lekhraj-Shakti Nagar Dhal-Badshah Nagar-Gol Market-Nisha Tganj-Paper Mill Colony-Gokhle Marg-Sikandar Bagh-Jawahar Bhawan- Shakti Bhawan-AAykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-PS Alambagh-Tedi Puliya(Alambagh)-


40


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


Almbagh Bus Stn.-Ajanta Hospital-Almbagh Chauraha-Ram Nagar-Puran Nagar-SNG Nagar-Awadh Hospital-Bra Birwa=K. Nagar P.S.-Avadh Collegiate-Purani Chungi-Beema Hospital-T.P. Nagar-Bagia No. 2-Bagia No. 3-Airport-Nadar Ganj-Shanti Nagar-Sainik School-Hydel Colony-Gauri Vihar-Scoter India)

8 Gudamba to Rajni Khand 23 24 18 20 180 8 10 36 18

(P.S. Gudamba-Pharpur Tiraha-Gayatri Temple-Teri Puliya-Chandra Sweet House-Lohia Nagar Turn-Lekhraj Panna-PNB Turn-K.K. Palace-Vikas Nagar Turn-Rahim Nagar Chauraha-Wireless Chauraha-Mahanagar Boys-Gol Market-Nishatganj-Papr mill colony-Gokhle Marg-Sikandar Bagh-Jawahar Bhawan-Shakti Bhavan-Aaykar Bhavan-GPO-Bapu Bhavan-Burlinton-Husain Ganj-Vikas Deep-KKC-Bharbagh-Mawaiya-PS Alambagh-Teri Puliya-Almbagh Bus Stn.-Ajanta


41


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


Hospital-Almbagh Chauraha-Ram Nagar-Puran Nagar-SNG Nagar-Awadh Hos.-Bara Birwa-Burgavan-BSNL Training Centre-Prem Plaza-Aashiyana Chauraha-P.S. Ashiyana-Kila Gao Chauraha-Kila Chauraha-Rajni Khand Turn-Rajni Khand)

9 Alambagh-Munshipulia-Engg. Collage 24 23 18 30 270 5 15 36 18

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Badshah Nagar-Shakti Nagar Dhal-Lekhraj-Meena Market-Shalimar Chauraha-Bhootnath Turn-B-Block-C-Block-D-Block-Munshipulia-Sector-16-Sector-19-Sector-25-Khurramnagar Chauraha-Vikash Nagar-Tedi Puliya-Sahara Estate-Engg. College)


42


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


10 Alambagh-Munshipulia-Manas Vihar Colony-Engl. College 24A 25 2 150 150 10 20 15 13

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Badshah Nagar-Shakti Nagar Dhal-Lekhraj-Meena Market-Shalimar Chauraha-Bhootnath Turn-B-Block-C-Block-D-Block-Munshipulia-Sector-17 Turn, Manas Enclave-Manas Vishar Colony (Pani Ki Tank)-Fareedi Naga-Picknik Spot Gate-Khurram Nagar Chauraha-Vikas Nagar-Tedi Puliya-Sahara Estate-Engg. College)


43


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


11 Azad Engg. College to Charbagh 25 15.4 2 120 120 8 20 12 10

(Bhunval School-Azad Engg. College-CRPF Chauraha-Bijnor Market-Sarvan Nagar-Omaxe city-Jyoti Gas Godown-Aurnabad-Sector N-Paso Kila Chauraha-Saleh Nagar-Usri Tiraha-Bangle Bazar-Ambedkar Maidan-Jail Road Chauraha-Anand Nagar Turn-Fateh Ali Chauraha-CPH Chauraha-P.S. Alambagh-Mawaiya-Charbagh)

12 Alambagh-Hazratganj- Kapoorthala-Engg. College-IIM

31&33 23.6 18 20 180 8 10 36 18

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Mahanagar Boys-Channi Lal Chauraha-


44


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


Kapurthala-Sector-C-Aanchlic Vigyan Kendra-Purania-P&T Colony-Beli Garad-Sector-Q-Ram Ram Bank-Engg. Coll-P.S. Madiyaon-Khadri-IIM Turn-Maharishi Vidya Mandir-IIM Gate-IIM Station)

13 Alambagh-Kapoorthala-Engg. Coll-Gol Chauraha 33A 20.7 1 150 75 17 30 5 4

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Mahanagar Boys-Channi Lal Chauraha-Kapurthala-Sector-C-Aanchlic Vigyan Kendra-Purania-P&T Colony-Beli Garad-Sector-Q-Ram Ram Bank-Engg. Coll-Sahara Turn-Nuiyapur Chauraha-Aakansha Chauraha-Abhishek Puram-Mulayam Tiraha-Atal Chauraha-Gol Chauraha)


45


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


14 Alambagh-Kapoorthala-Keshaw Nagar Chauraha 34 15.6 1 120 60 16 30 4 3

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Bapu Bhawan-GPO-Aaykar Bhawan-Shakti Bhawan-Jawahar Bhawan-Sikandar Bagh-Gokhle Marg-Paper mill colony-Nishatganj-Gol Market-Mahanagar Boys-Channi Lal Chauraha-Kapurthala-Sector-C-Aanchlic Vigyan Kendra-Purania Chauraha-Purani Tiraha-Sitapur Road-Keshaw Nagar Chauraha)

15 Alambagh-Andhe Ki Chowki-Kakori Turn-Badagaon 44 22.2 3 75 113 12 30 8 5

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-


46


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


Odeon Cinema-Kaiserbagh Chauraha-Kaiserbagh Bus station-Balrampur Hospital-Civil Court-Gandhi Bhawan-Daliganj Bridge-Medical College-Nakkhash Turn-Chowk-Koneshwar-Tahsenganj-Thakurganj-Balaganj Chauraha-Dubagga Petrol Pump-Dubagga-Sitapur Bi-pass-Andhe ki chowki-Kakori turn)

16 Alambagh-Kaisher Bagh-Chowk-Dubbaga-Buddeshwar Chauraha-Kakori Turn Tiraha 44A 22.5 2 120 120 11 30 8 6

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh-KKC-Vikashdeep-Husainganj-Burlington-Odeon Cinema-Kaiserbagh Chauraha-Kaiserbagh Bus station-Balrampur Hospital-Civil Court-Gandhi Bhawan-Daliganj Bridge-Medical College-Nakkhash Turn-Chowk-Koneshwar-Tahsenganj-Thakurganj-Balaganj Chauraha-Dubagga Petrol Pump-


47


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


Dubagga-Police Chowki Ring Road-Fareedpur-Buddeshwar Chauraha-Pink City-Rajkiya Balgrah-Raj. Drishthibadhit I. Coll.-Che. Viklang Punar. Ken.-Kakori Turn Tiraha)

17 Alambagh-Andhe Ki Chowki-Kakori Turn-Bhalia Chauraha 44B 30.1 2 150 150 12 30 10 8

(Alambagh Chauraha-Ajanta Hospital-Alambagh Bus Station-Tedi Puliya-P.S. Alambagh-Mavaiya-Charbagh Bus Station-Bas mandi Turn-Bas Mandi Chauraha-Lal Kuan-Husainganj Chauraha-Burlington-Odeon Cinema-Kaiserbagh Chauraha-Kaiserbagh Bus Station-Balrampur Hospital-Civil Court-Gandhi Bhawan-Daliganj Bridge-Medical College-Nakkhash Turn-Chowk-Koneshwar-Tahsenganj-Thakurganj-Balaganj Chauraha-Dubagga Petrol pump-Dubagga-Sitapur Bi-pass-Andhi Ki Chowki-Kakori Turn-Kakori Bazaar-Dusdoei-Gohramau-Bhliya Churaha)


48


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


18 Vikash Khand to Pasi Quila 45 27.9 10 30 150 11 20 15 5

(Vikash Khand-Hahnemann Chauraha-Amity University-Kathauta-Vikrant Khand-Vijayeepur-Indira Pratishthan-Lohia Hospital-Pik up bhavan-Polytechnic-Aravali Turn-H.A.L. Bhootnath-Neel Giri-Lekhraj-Shaktinagar Dhal-Badshah Nagar-Gol Market-Nishat Ganj- Paper Mill Colony-Nishatganj-Gol Market- Sikandar Bagh-Jawahar Bhawan-Shakti Bhawan-AAykar Bhawan-GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-PS Alambagh-Tedi Puliya(Alambagh)-Almbagh Bus Stn.-Ajanta Hospital-Almbagh Chauraha-Ram nagar-Puran Nagar-SNG Nagar-Awadh Hos.-Baa Birwa-K. Nagar P.S>-Avadh Collegiate-Purani Chungi-Hind Nagar-Shanti Dev Temple-Parag Dairy X-ing-Parag Terminal-Nageshwaar Temple-Sector-N-Pasi Quilas)


49


No Length (in km)

No of Buses

deployed (existing

fleet)


(in min)



(B/E)x60)

Proposed frequency

(in min)

Required Fleet size

(= 2 x E/G)

Addl. fleet

required

(= H-C)


19 GPO-Rajaji Puram-Duddeshwar Chauraha-Kakori Tiraha 66 14.3 3 30 45 19 20 5 2

(GPO-Bapu Bhawan-Burlington-Husain Ganj-Vikash Deep-KKC-Charbagh-Mawaiyya-Govt. Press-Bhusa Mandi-Eveready-Ranjit Singh Building-City Convent School-B-Block-Post Office-Jal Sanstahan-Tempo Stand Turn-Tempo Stand Raajipuram-CMS School-Mal Tiraha-Alamnagar Railway Crossing-Nazim Nagar (Noor Complex)-Buddeshwar Chauraha-Pink City-Rajkiya Balgrah-Rajkiya Drishtibadhit Inter College-Chetriya Viklang Puranvaas Kendra-Kakori Turn Tiraha)

20 Charbagh to Ambedkar Smarak via Chota Imambara, Sikandarbagh SHUTTLE 31.8 4 120 240 8 25 19 15

Total 184


50

Table 3.5 Route wise fleet Requirement for the New Route


No Length (in km)

Avg. journey

speed (in km/hr)

Avg. journey Time (in min)

= (B/C)*60

Lay off Time In minutes

Proposed frequency

(in min)

Required Fleet size(= 2 x (D+E)/F

A B C D E F G

1 From Manak Nagar to Hazratganj via Alambagh -Charbagh

1 16 18 53 20 30 5

2 Buddeshwar Mandir Chauraha to gomtinagar via Alamnagar Railway Station, Bavali, Tiketrai Talab, Bulaki Adda, Haiderganj, Naka Hindaula, Lal Kua, Sectt.(Hajratganj), Civil Hopital, Jiyamau, Balu adda, Uptron, Fun republic, Lohia Park turn upto Vivek khand.

2 18 15 72 20 15 12

3 Rajajipuram to Munshi Pulia via Gaurishankar Srivastava Marg, Rani Laxmibai Hospital, Talkatora, Bulaki Adda, Nakkhas, Medical College,Parivartan Chowk, Sikandar Bagh, Nishatganj, Mahanagar, Badshah Nagar to Munshi Pulia (Indira Nagar)

3 17 15 68 20 15 12

4 Engineering College to Chinhat via Aliganj, Sector -I Chauraha, Purnia, Kapoorthala, Mahanagar, Badshahnagar, HAL, Polytechnic Chauraha (Faizabad road), Chinhat

4 13 18 43 20 15 8


51


No Length (in km)

Avg. journey

speed (in km/hr)

Avg. journey Time (in min)

= (B/C)*60

Lay off Time In minutes

Proposed frequency

(in min)

Required Fleet size(= 2 x (D+E)/F

A B C D E F G

5 Gomtinagar to Thakurganj via Dainik Jagran, Tikunia Park, NBRI, Sikandar Bagh, Pparivahan Bhawan, Medical college, Thakurganj, can be extended upto Dubagga

5 19 18 63 20 15 11

6 LDA colony to dubagga via Sharda Nagar Yojana, LDA A,B,C blocks, Krishna Nagar, Bira, awadh Hospital, Bypass and Balaganj Chungi.

6 17 18 57 20 10 15

7 SGPGI to Medical college via Eldeco colony, South city, Vrindavan Yojana, Teli bag, Command Hospital, Sadar, Burlington crossing, Dr R K Tandon marg, Kesarbagh rotary, Balrampur Hosital, MG Bhawan, Chowk, Medical college.

7 17 15 68 20 10 18

8 From Transport Nagar Yojana-Kanpur Road to Govt Polytehnic- Faizabad road via Hind Nagar Colony, Mansarovar Yojana, Parag Dairy, Ambedkar Smarak, Lda Colony, Ruchi Khand-Rajni Khand,South City, Anandpuri, Eldeco, Shaeed Path, Gomti Nagar Vyom Khand, Vikas Khand, Vinay Khand, Vivek Khand, Ismailganj, Faizabad Road

8 27 20 81 20 10 20

102

The total fleet requirement works out to be 286 excluding 120 Existing Buses in

order to operate all the routes with desired frequency levels. With these

frequencies, the passengers shall have assured supply with in reasonable waiting

time. It will ensure good ridership on the Bus System.

3.4 Points to be considered

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) Identification of the land for end and mid terminals.


53

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 300 buses under five categories for Lucknow 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 Semi Low

Floor 650mm Floor Height Non AC CNG

Bus

Fully Built Low Floor

400mm Floor Height AC CNG Buses


400mm Floor Height NON

AC CNG Buses

Chassis 830 mm

CNG

Chassis Mini CNG

No. of Buses 40 15 30 90 125

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

Cost of ITS Components

(Per Unit) 3.00 3.00 3.00 2.50 2.00

Gross Cost Per Bus (Bus +

ITS) 42.79 65.45 53.50 26.03 17.20

Cost for Fleet of Buses

(Bus + ITS) in each

category

1711.45 981.73 1605.15 2342.62 2149.63

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.


54

Table 4.2: Break Up of Cost per Bus

Amount in (Rs. Lacs)

Particulars


Floor 650mm

Floor Height Non AC CNG

Bus


400mm Floor Height

AC CNG Buses


400mm Floor Height NON AC CNG

Buses

Chassis 830 mm

CNG

Chassis Mini CNG

Basic Price (BUS) 31.21 50.70 41.00 10.50 7.06

optional cost for extra

attachment 1.41 0.00 0.00 0.00 0.00

Cost of Fabrication 0 0 0 10.50 6.50

Exice Duty 2.57 4.12 3.33 0.85 0.57

Cost of Bus (Inclusive

Excise Duty) 35.18 54.82 44.33 21.85 14.14

Edu Cess@ 3% 0.00 0.12 0.10 0.03 0.02

VAT @12.5% 4.26 6.87 5.55 1.42 0.97

Frieght Charges 0.00 0.02 0.02 0.10 0.00

Entry Tax@ 1% 0.34 0.62 0.50 0.13 0.08

Cost of Bus (Incl. of all

Taxes) 39.79 62.45 50.50 23.53 15.20

Basic Price (ITS) 2.72 2.72 2.72 2.23 1.75

VAT 0.06 0.06 0.06 0.06 0.05

Service Tax 0.22 0.22 0.22 0.22 0.21

Cost of ITS 3.00 3.00 3.00 2.50 2.00

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

4.3 Funding Pattern

As per JnNURM guidelines, the capital cost of the sanctioned buses is proposed to be funded jointly by Govt of India, Govt. of Uttar Pradesh and Uttar Pradesh State Road Transport Corporation. Table 4.3 below shows the Funding pattern for purchase of different categories of buses and total share of the aforesaid. It has been assumed that State Govt. will waive or reimburse the different types of taxes levied on purchase of buses as has been asked by GoI.


55

Table 4.3: Funding Pattern

Particulars %age Share


Floor 650mm

Floor Height Non AC CNG

Bus


400mm Floor

Height AC CNG Buses


400mm Floor Height

NON AC CNG Buses

Chassis 830 mm

CNG

Chassis Mini CNG

Total

Govt. of

India 50% 758.08 431.55 705.77 1083.74 992.62 3971.76

Govt. of

Uttar

Pradesh

20%

Plus

Taxes

498.52 291.26 475.92 608.63 561.44 2435.77

UPSRTC 30% 454.85 258.93 423.46 650.24 595.57 2383.05

Total 1711.45 981.73 1605.15 2342.62 2149.63 8790.58

The total Investment required for the project comes to approx. Rs 8790.58 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 Assumption for Financial Analysis

For the purpose of estimating the Financial Viability of the project, various assumptions regarding calculation of operational cost and operational revenues for different types of buses is taken in to consideration. Table 4.4 below shows the basic assumptions considered for calculation of operational cost and the basic assumptions considered for calculation of operational revenues are given in point 4.6.


56

Table 4.4: Assumption for Calculation of Operational Cost

S. No.

Particulars


Floor 650mm

Floor Height Non AC CNG Bus


400mm Floor

Height AC CNG Buses


400mm Floor

Height NON AC CNG Buses

Chassis 830 mm

CNG

Chassis Mini CNG

1 LIFE OF BUS 10 10 10 8 6

2 VEHICLE UTILIZATION

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

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

3 FUEL COST Fuel (Rs. Per Kg) 30.30 30.30 30.30 30.30 30.30

Mileage of bus during 1st year of operation (in KMPKG)

3.5 2.27 3.10 3.92 5.25

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

4 CREW COST

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

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

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

5 LOAN AMOUNT AND REPAYMENT

Loan Amount (in Rs. Lacs) 454.85 258.93 423.46 650.24 595.57

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

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

Frequency of Payment Monthly Monthly Monthly Monthly Monthly

6 ANNUAL MAINTENANCE COST

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

3.00 to 13.60

3.40 to 15.60 3.20 to 14.7

2.75 to 7.6

2.00 to 4.50

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


57

4.5 Operation Cost per KM

Based on the above assumptions, the calculations regarding the estimation of operation cost per km for different type of buses is made. Table 4.5 below shows the range of per km operation cost for life cycle and average cost of operation per km for the different types of buses.

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

Particulars



Bus




400mm Floor Height NON AC CNG

Buses

Chassis 830 mm CNG

Chassis Mini CNG

Range of Per KM Cost (in Rs.) 25-34 34-42 29-37 21-26 18-20

Average Per KM Cost (in Rs.) 29 38 33 23 19

4.6 Assumption for Calculation of Operational Revenue

Life cycle of the various categories of the buses:

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

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

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

o Chassis 830 mm CNG: 8 years

o Chassis Mini CNG: 6 years

Crew size per bus: 6

Average Load Factor (LF): 65%

Fare has been revised at a constant rate of 5 percent 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.


58

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

Particulars



Bus




400mm Floor Height NON

AC CNG Buses

CNG BS-III 900mm

Floor Height Bus

CNG BS-III Mini Bus

Range of Per KM Revenue (in Rs.)

19.50 to 30.25 19.50 to 30.25 19.50 to

30.25 18 to 25.32

18 to 25.32

Average Per KM Revenue

24.52 24.52 24.52 22.00 22.00

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. 4.15 Cr. to Rs 14.13 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.


59

5.0 Bus Specification and Repair and Maintenance Strategy

5.1 Bus Specifications

UPRSTC has purchased 1310 numbers (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

Tata Marcopolo LPO 1623

35

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


30

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


50

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

Tata LPO 1618 70

6 CNG BS III 900 mm Floor Height

Tata LPO 1613/55 265

7 Diesel BS III 900 mm Floor Height

Tata LPO 1512/55 180

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

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

350

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

Floor 400 mm Non AC CNG Buses, 30 Fully Built Low Floor 400 mm AC Diesel Buses, 70 Fully

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

Non AC CNG. In addition to this 1025 Chassis have been purchased and body building work

are being done by UPSRTC in-house.

The specifications cover the end-use based design features of various floor height buses 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


60

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 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


61

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.

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 bodies for servicing travel needs

of various sectors of society efficiently and economically. This facility would also facilitate


62

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.

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 were received by 22th

September, 2009, and the process is being finalised. The copy of said NIT has enclosed as

Annexure 5.1.


63

6.0 Infrastructure Arrangements for City Bus Operation

6.1 Introduction

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

customers and the bus system. The terminals and depots create an impression, amongst

public transport users nearly as significant as its vehicles and quality of services. Hence, it is

very important to provide best of the services at the bus terminals and bus depots.

6.2 Functions of Bus Terminals, Stations & Bus Stops

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

their design and settings along with other characteristics:

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

and alighting of passengers including the persons with disabilities.

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

Provide seamless integration of trips by facilitating easy transfer/ interchange amongst

passengers traveling by various modes, perhaps involving trunk and feeder services as

well as amongst trunk services themselves.

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

Provide sheltered space along with basic conveniences for waiting passengers

Facilitate change of mode of journey by providing adequate parking spaces for cars, two

wheelers, IPTs and other PTS vehicles.

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

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

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

for large number of passengers thereby becoming favorable locations for residential

colonies, offices, shopping complexes etc of high commercial value.

Other aspects relating to their functioning are:

Places for accumulation of trips from different origins and destinations

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


64

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 Proposed/Existing

Area Remarks

1 Faizabad and Kursi Marg (Viraj Khand near

Hainiman Chauraha) Proposed 3-4 acre

2 Kanpur and Hathroi Marg (Dubagga,

Hathroi Road) Proposed 3-4 acre

3 Sitapura, Kursi Marg (Jankipuram Vistar

Yojana) Proposed 3-4 acre

4 Raibareli and Sultanpur Marg (Vrindawan

Yojana/near Utrathiya Rly. Station) Proposed 3-4 acre

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

Electric room and lighting

Fuel filling station

Rooms for spare parts


65

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.

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 following conditions may form an integral part

while transferring the terminal lands to City Level SPV.


66

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 10 large

size bus stations (More than 10 buses for parking) and 12 small size bus stations (for the

parking of the 3-5 buses). at suitable locations on the basis of volume of traffic catered to by

these bus stops are planned.

The locations of the proposed large size bus stations are:

1. Charbagh Rly. Station

2. Amosi Airport

3. Alambagh Bus Station

4. Kachahari, Kesarbagh Bus Station

5. Polytechnic Chauraha

6. Dubbaga Bus Station

7. Engineering College

8. Bijli Passi Kila, Bangla Bazar

9. Tedi Pulia, Chauraha Guddumba

10. Chinhut, Telco Tiraha

The locations of the proposed small size bus stations are:

1. Bada/Chota Imambada

2. Manyawar Kasiram Smarak Sthal

3. Dr. Bhim Rao Ambedkar Smarak Sthal, Gomti Nagar

4. Ambedkar University

5. SGPGI

6. Medical College

7. GPO (Sectt. Building)

8. Sardar Patel Dental College

9. Munshi Pulia Indira Nagar


67

10. Rajajipuram Tempo Stand

11. University new campus

12. Sitapura Road

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/Bus Depot - 4-5

Large size bus stations - 10

Small size bus stations - 12

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


68

7.0 ITS and Control Systems

7.1 Introduction

Intelligent Transport Systems (ITS) comprise of wide range of tools for managing transport

networks, as well as services for travelers, also called "Transport Telemetrics". ITS tools are

based on three core features; information, communication and integration. The collection,

processing, integration and supply of information are at the heart of ITS. Whether offering

real time information about current traffic conditions for a network or on-line information

about journey planning, ITS tools enable authorities, operators and individual travelers to

make better informed and more intelligent decisions.

The ITS) applications are specific to improving the efficiency and user friendliness of public

transport system. These include improved information systems to disseminate time tables,

fares and ride sharing information more conveniently to users through internet and media;

automated fare collection system which eliminates the need for exact change and

Automatic Vehicle Location (AVL) system for fleet management, security and

communicating exact arrival and departure times of different buses.

Public Transport information includes providing reliable information about

timetable, connections, fares etc. through internet, interactive kiosks, telephone

inquiry stations which will give an incentive to commuters to make a switch from

cars to public transport. Public Transport information systems need lot of

investment in ITS infrastructure. In cities like London and Paris real time information

about arrivals and departures is becoming commonplace. Systems also advise

traveler of the best route to their destinations through complex networks.

Public transport fleet management and logistics can be made available by the use of

AVL, which allows the operator to track vehicles and take action if vehicles are

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

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.


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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 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.


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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

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:


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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

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


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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

Generate Management Information System (MIS) for trip-wise/route wise /

duty-wise revenue collected, passenger flow, trend analysis (both physical and

financial trends) & decision making.

Enable PMPML to conduct routine appraisals of drivers and conductors,

performance in terms of earning per kilometer (EPK), revenue collected, etc.

Analyze frequency / intensity of use of various ticketing instruments for

facilitating expansion of ticket issue centers

The proposed Fare Collection System for bus operations broadly comprises of the

subsystems discussed hereunder:

On board ticket vending and verification: Each bus is proposed to be provided with

hand-held Electronic Ticket Vending and Verification Machine (ETVM). The machines

shall be capable of verification of/charging from contact less cards, magnetic cards /

Smart Cards and other user tariff charging instruments such as the seasonal travel

passes, prepaid cards, single journey tickets, integrated tickets, etc issued earlier or off

board or by other mass passenger transport operators.

Additional ticket issue centers: Ticket Office Terminals (TOT) and Smart Card

distribution centers are proposed to be provided at Bus Terminals and the depots,

interchange points, Central Control Stations, pass issue center.

Concession Passes: A computerized student concession pass would also be introduced

which would be available at schools and colleges.


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8.0 Urban Transport Reforms

8.1 Introduction

In offering financial assistance to cities for purchase of buses, the Ministry of

Urban Development, GoI has required the following reforms:

Setting up of Unified Urban Transport Committee

Special Purpose Vehicle for city bus operations

Urban Transport Fund

Advertisement Policy

Parking Policy

Transit Oriented Development

Regulatory Mechanism for periodic Revision of Fares

Traffic Information and Management Centre

The following sections present how these reforms are proposed to be

implemented.

8.2 Urban Transport Committee as UMTA

Unified Urban Transport Committee: In order to facilitate integration of

transport services holistically and pragmatically and as a part of guidelines issued

by Ministry of Urban Development (MoUD), Government of India (GOI) vide

circular Do. No. K-14011/48/2006-UT (Pt.) on 12th January 2009, Uttar Pradesh

Government has taken the decision for setting up the Institutional framework/

mechanism in form of State level Unified Urban Transport Committee (which

would be akin to Unified Metropolitan Transport Authority) to coordinate the

activities and functions of multiple departments/organizations involved in

complex structure of urban transport.


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The Committee is likely to consist of the following members, namely:

a) Chief Secretary - Chairman

b) Principal Secretary/Secretary of the Urban Development Department

c) Principal Secretary/Secretary, Transport,

d) Principal Secretary/Secretary Public Works Department

e) Vice Chairman of the Development Authorities concerned

f) Commissioners of each of the Municipal/ urban local bodies concerned

g) Commissioners of Police having jurisdiction over the cities covered

h) General Manager/ representative of Indian Railways

i) Transport Commissioner

j) Member Secretary State Pollution Control Board;

k) Managing Director of the State Road Transport Corporation

l) Chief Town Planner

m) Two experts in urban transportation

n) Two representatives of public transport users

o) Two representatives of associations representing public transport operators, including Intermediate public transport systems

p) Any other person nominated by the State Government

The functions of the Committee would be the following:

(a) It would undertake coordinating planning and policy-making to facilitate

sustainable and efficient transport systems in each of the cities;

(b) It would identify specific projects that need to be made to ensure an

efficient transport system in the city and would direct the concerned

departments/agencies of the Government of Uttar Pradesh to take them

up;

(c) It would ensure that all the agencies involved with different aspects of

urban transport in the concerned cities function in a coordinated

manner to ensure effective and efficient systems for the movement of

goods and people;


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(d) It would take policy decisions with regard to the fare structures,

involvement of the private sector, etc.

(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


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One Transport Planner

One officer from PWD of the rank of XEN for civil and maintenance related

work.

One Traffic Engineer

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.


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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.

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.


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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).

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


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in greater degree, the MV tax on cars can be increased to a higher

degree.

4) Luxury tax and professional taxes, as levied by Bangalore.

5) Additional stamp duty (5%) on registration of property.

B) Advertisement Rights

Coupled with an appropriate advertisement policy, allowing the SPV

(company/ULB/STU responsible for bus operation) rights on the Bus

Stops/terminals and on other infrastructure created specially for bus priority

measures would also yield advertisement income to flow into the Urban

Transport Fund.

8.5 Advertisement Policy

Advertisement Policy Guidelines

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


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display boards etc.)mobile vans, passage shelters, posters,

signs, temporary arches, and any other means of display of

advertisements.

1.2.3. These guidelines however, do not apply to the following

i. Newspaper advertisements

ii. Radio and television broadcasts

iii. Advertisements relating to public meeting or to an election

to the Parliament or the State Legislature or the Corporation

or to candidature in respect of such election

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

advertisement relates to the trade, profession or business

carried on in that building

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,


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size, design, and type of sign, where the potential for creation

of visual clutter and conflicts with traffic safety is minimal.

1.4.2. It would require enforcement measures to ensure that

hoardings follow these stipulations.

1.4.3. The objective of an advertising policy is to “seek the

enhancement of physical character and visual appearance of a

city”

1.4.4. Permission to an advertising hoarding should be permitted

based on the following criteria:

i. If they support the commercial viability of a significant

building tenant (advertisement in cinemas etc).

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

city

iii. If they can be considered as a public art

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


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1.5.5. Advertisements on street furniture should be primarily

promoted for the public good and comfort. Advertisements

should not play a decisive role in the placement of street

furniture, vice versa however may be considered proper.

1.6 Authority

1.6.1. The Municipal Commissioner reserves the right to review,

amend, waive or modify the aforementioned conditions or

restrictions at his discretion.

1.7 Permission for Display of Advertisement

1.7.1. No person shall erect, exhibit, fix or retain upon or over any

land, building, wall, hoarding, frame, post, kiosk or structure

any advertisement, or display any advertisement to public

view in any manner whatsoever, visible from a public street or

public place, in any place within the city without the written

permission of the Municipal Commissioner.

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


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ii. The architectural character or appearance of the

building, streetscape or precinct

iii. Traffic safety

2. General Policy Guidelines

2.1 Physical Characteristics

2.1.1. Size and Shape

i. Advertising devices shall not use shapes that could

potentially result in an Advertising Device being mistaken

for an official traffic sign

2.1.2. Colour

i. The code of practice for Road Signs IRC:67-2001, by

Indian roads Congress prescribes the basic design

parameters of official traffic signs and includes standard

legend/background colour combinations.

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


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2.1.4. Advertising Device Content

Following kinds of advertisements are forbidden

i. List of negative advertisements

ii. Advertisements propagating racial caste or community

discrimination

iii. Advertisements depicting cruelty to animals

iv. Advertisements containing nudity

v. Advertisements glorifying violence

vi. Advertisements propagating exploitation of woman or

child

vii. Advertisements banned by Council of India or by law

viii. Advertisement of drugs, alcohol, cigarette or tobacco

items

ix. Advertisements depicting any nation or Institution in

poor light

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


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iii. The device structure should be well maintained. It shall

be painted in colours that are consistent with, and

enhance appearance of the surrounding area

iv. The name of the advertising device license holder should

be placed in a conspicuous position on the device

2.2 Places for display of advertisements

2.2.1 Municipal Commissioner may allow display of advertisement

on any land, building, wall, hoarding, frame, post, kiosk,

structure or in any manner whatsoever for public view, visible

from a public street or public place, in any place within City,

provided the guidelines are complied with.

2.2.2 No Advertisement Zones - General

In front of /inside the compound of/ on the walls of any

a) Buildings of archaeological, architectural, aesthetical,

historical or heritage importance

b) Places of worship or of religions significance

c) Statues, minarets or pillars of heritage importance

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


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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

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.


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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

footpath with width less than 6 feet

i) Hoarding on a terrace shall not be

allowed to project beyond the building

line


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S no. General

Description

Description

of Device

Specific

Parameters

Conditions

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

window of vehicle

b) Permitted only on vehicles whose

primary purpose is to serve a useful

function in the transportation of


89

S no. General

Description

Description

of Device

Specific

Parameters

Conditions

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

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


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S no. General

Description

Description

of Device

Specific

Parameters

Conditions

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

advertisement/logo of the firm on one

side only

2.4.8 Devices

mounted on

0.3mx0.3m

(LXW). The

a) Signs shall be quare advertising plates

of the specified measurements


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S no. General

Description

Description

of Device

Specific

Parameters

Conditions

tree guards device shall

form an

integral part

of the tree

guard

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 be expected after high quality, comfortable and convenient alternatives

become available. This would create a pressure for parking spaces and unless


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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:

This policy also recognizes that the following technologies are available for

providing parking spaces:


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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 would be modified to ensure that building plans include provision for

adequate parking before they are cleared by the municipal authorities. In doing


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so, norms will be laid down for the number of parking spaces that should be

provided in different kinds of residential areas. For high income areas there a

norm of 2 car spaces for each residential unit and for the upper middle class

group a norm of one car space for each residential unit would be adopted.

Middle income colonies would require some space for cars and some for two

wheelers. Therefore, a norm of 0.75 Equivalent Car Spaces (ECS) per residential

unit will be adopted. Low income colonies would only need space for two

wheelers and bicycles. Hence a norm of 0.33 ECS per residential unit will be

used. Specific norms will be spelt out and notified for each residential area based

on the above principles.

In respect of existing residential areas, multi-storied parking complexes would be

developed on available land. The objective would be to ensure that parking

space is available within a distance of about 300 – 500 meters of each household

as without this the temptation would be to use the space in front of the house to

park vehicles even it blocks the right of way or a footpath. Provision of such

parking spaces will be coupled with strong enforcement. Whether such multi-

storied parking complexes would be manual or automatic, would be decided

based on the space available and the capacity required.

Residents would be required to pay a discounted monthly fee for use of these

parking complexes and long-duration on-street parking would not be permitted.

This would help to keep the residential colonies cleaner and more livable.

With regard to commercial and office areas, those which are well-connected by

good public transport would have restricted parking availability or would have a

high parking fee. This would be a means to encourage them to use public

transport for their daily commute to work rather than use personal motor

vehicles. Those who would still like to use their personal motor vehicles would

need to pay the full value of the parking space they occupy.


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In office/commercial areas which are yet to be connected with good public

transport, all efforts will be made to quickly provide good public transport

connectivity. However, till such time as acceptable public transport connectivity

is available, parking space for long duration parking will have to be made

available. Depending on the space available and the capacity required, decisions

would be taken with regard to the technology to be used. In doing so, it would

be recognized that it is necessary to have open spaces for a healthy living and

not allow all such spaces to be occupied by parking motor vehicles. In all such

cases, it would not be possible to recover the full cost of the parking space, but

the cost of the space, less the cost of the land involved, will be recovered from

parking fee.

For all hospitals and other medical establishments, it will be necessary to provide

a reasonable amount of parking space, as visitors/patients would not be able to

use public transport. Some would use personal motor vehicles and will need

parking space; others may use para transit, thus creating a demand for short

duration parking. Accordingly, short and long duration parking spaces will be

provided at such locations. While short duration parking will be free of cost,

medium and long duration parking will have to be paid for, through a parking

fee. The fee would only recover the cost of providing the parking space, not the

cost of the land involved.

With regard to educational institutions, the treatment would be similar to

commercial and office establishments. In particular, school children would be

encouraged to use school buses. As a result, parking would not be necessary

near schools. There would be a limited requirement for parking space at

institutes of higher education. Again in such cases, the emphasis would be on

making investments in public transport rather than on parking space.

With regard to shopping establishments, it is recognized that people come to

such locations to buy goods and it may be difficult to carry them back on public

transport. Hence, there will be a need for parking space at such locations.


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Further, markets attract short, medium and long duration parking. Shoppers will

need short term 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


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parking fee. The contractors pay an annual rent to the RMC. The existing fee

structure is as given below

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


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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

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


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Parking Measure

Advice

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

(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


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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

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


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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 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.


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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 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.


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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.

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.

Documents

Implementation Stage Detailed Project Report for … reports/BUS DPRS...Implementation Stage DPR for Funding of Buses under JnNURM– Lucknow (U.P.) 5 1.0 City Profile 1.1 Background