Detailed Project Report

for

Financial Assistance under MoUD Scheme for Purchase of Buses

PUNE

[Total Project Cost: (in Rs 40747 Lakhs)]

[Central Financial Assistance Required: (in Rs 17870 Lakhs)]

TABLE OF CONTENTS

CHAPTER 1: CITY PROFILE ...... 8

1.1 BACKGROUND ...... 8

1.2 SPATIAL GROWTH AND REGIONAL SETTING ...... 8

1.3 CLIMATE ...... 10

1.4 LINKAGES & CONNECTIVITY ...... 10

1.5 DEMOGRAPHIC PROFILES ...... 11 1.5.1 Population ...... 11 1.5.2 Population growth rate ...... 11 1.5.3 Population density ...... 12 1.5.4 Gender ratio and age profile...... 12 1.5.5 Literacy rate ...... 13

1.6 URBAN ECONOMY ...... 13

1.7 LAND USE DISTRIBUTION ...... 14

1.8 TRANSPORT NETWORK CHARACTERISTICS ...... 16 1.8.1 Road Network Characteristics ...... 16 1.8.2 Pedestrian and NMV facilities ...... 16 1.8.3 Traffic Management including Parking ...... 17 1.8.4 Traffic Safety ...... 19 1.8.5 Vehicular Growth and Composition ...... 20 1.8.6 Rail Network Characteristics ...... 23 1.8.7 Major Transportation Nodes ...... 23 1.8.8 Traffic characteristics of city roads ...... 25

1.9 COMPREHENSIVE MOBILITY PLAN (CMP/CTTS STUDY)...... 26

1.10 URBAN GOVERNANCE AND INSTITUTIONAL FRAMEWORK ...... 26

CHAPTER 2: PUBLIC TRANSPORT CHARACTERISTICS ...... 29

2.1 INTRODUCTION ...... 29 2.1.1 City Bus System ...... 29 2.1.2 Intermediate Public Transport ...... 29 2.1.3 Public Transport Ridership ...... 30

2.2 EXISTING CITY BUS SYSTEM ...... 30 2.2.1 Age Profile ...... 30 2.2.2 Physical performance ...... 30 2.2.3 Financial performance ...... 31 Bus Funding DPR under MoUD Scheme - Pune

2.3 EXISTING FARE STRUCTURE ...... 32 2.3.1 Fare Structure of CBS ...... 32 2.3.2 Fare fixation & revision mechanism for city buses ...... 33 2.3.3 Existing fare collection mechanism ...... 33

2.4 TAXATION ON PUBLIC TRANSPORT ...... 33

2.5 INSTITUTIONAL SETUP FOR CITY BUS OPERATIONS ...... 34 2.5.1 Management Structure – SPV and UMTA ...... 34 2.5.2 Staff details for PMPML...... 34

2.6 SUPPORT INFRASTRUCTURE ...... 37 2.6.1 Existing Bus Depots and Terminals ...... 37 2.6.2 Proposed Bus Depots and Terminals ...... 38

2.7 INTELLIGENT TRANSPORT SYSTEM (ITS) – PUNE CGRAPS PROJECT ...... 40

2.8 INTELLIGENT TRANSIT MANAGEMENT SYSTEM (ITMS) ...... 43

CHAPTER 3: PROPOSED OPERATION PLAN ...... 46

3.1 ASSESSMENT OF FLEET ...... 46 3.1.1 Strategy for route rationalization of IPT/ Para-transit system ...... 59

3.2 CATEGORY WISE DISTRIBUTION OF BUSES ...... 59

3.3 BUS SPECIFICATIONS ...... 60

3.4 CONTRACTING MECHANISM FOR OPERATION OF BUSES ...... 60

CHAPTER 4: FINANCIAL RESOURCES PLAN ...... 61

4.1 CAPITAL COST ...... 61

4.2 FINANCIAL SUSTAINABILITY ...... 65 4.2.1 Assumptions for Financial Analysis ...... 65 4.2.2 Outcomes of Financial Analysis (profit – loss / IRR /viability gap funding required) ...... 67

4.3 FUNDING PATTERN ...... 68

CHAPTER 5: URBAN TRANSPORT REFORMS ...... 69

5.1 ABOUT ...... 69

5.2 REGIONAL TRANSPORT AUTHORITY (UMTA) FOR PUNE AND PIMPRI CHINCHWAD ...... 69

5.3 URBAN TRANSPORT FUND (UTF) ...... 71

5.4 SPECIAL PURPOSE VEHICLE ...... 72

5.5 ADVERTISEMENT POLICY ...... 72

5.6 PARKING POLICY ...... 72

5.7 TRANSIT ORIENTED DEVELOPMENT (TOD) POLICY ...... 74

5.8 TRAFFIC INFORMATION AND MANAGEMENT CONTROL CENTRE ...... 76

5.9 REGULATORY MECHANISM FOR THE PERIODIC REVISION OF FARES ...... 77

5.10 WAIVER OF TAXES ...... 77

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Bus Funding DPR under MoUD Scheme - Pune

5.11 PUBLIC TRANSPORT HELPLINE ...... 77

5.12 COMMON TICKETING ...... 77

5.13 PROPOSED TIMELINES FOR REFORMS ...... 78

LIST OF TABLES

TABLE 1-1 : LITERACY DETAILS ACCORDING TO CENSUS 2011 ...... 13

TABLE 1-2 : LAND USE PATTERN – PMC ...... 15

TABLE 1-3 : ROAD LENGTH IN PUNE ...... 16

TABLE 1-4 : PARKING LOCATION AND CAPACITY ...... 17

TABLE 1-5 : VOLUME CAPACITY RATIO OF ROADS ...... 18

TABLE 1-6 : VEHICLE REGISTRATION DATA ...... 22

TABLE 2-1 : MODE WISE RIDERSHIP CITY DETAILS ...... 30

TABLE 2-2 : AGE PROFILE OF EXISTING FLEET ...... 30

TABLE 2-3 : PHYSICAL PERFORMANCE OF THE BUS SERVICE ...... 30

TABLE 2-4 : FINANCIAL PERFORMANCE ...... 31

TABLE 2-5 : FARE STRUCTURE WITHIN CORPORATION LIMITS ...... 32

TABLE 2-6 : EXISTING BUS DEPOTS FOR PMPML ...... 37

TABLE 2-7 : EXISTING BUS TERMINALS FOR PMPML...... 37

TABLE 2-8 : PROPOSED BUS DEPOTS DETAILS FOR PMC ...... 38

TABLE 2-9 SUMMARY OF PROJECT COST ESTIMATES FOR PUNE BRTS ITMS ...... 45

TABLE 3-1 ADDITIONAL FLEET REQUIRED ON EXISTING COMMON ROUTES IN PMC AND PCMC (60% OF TOTAL FLEET AS PART OF

PMC SHARE) ...... 49

TABLE 3-2 FLEET ESTIMATED ON PROPOSED COMMON ROUTES IN PMC AND PCMC (60% OF TOTAL FLEET AS PART OF PMC SHARE) ...... 52

TABLE 3-3 EXISTING ROUTES PROPOSED FOR FLEET AUGMENTATION WITHIN PMC ...... 54

TABLE 3-4 FLEET REQUIRED ON NEW ROUTES PROPOSED WITHIN PMC ...... 56

TABLE 3-5 TOTAL FLEET ESTIMATION ...... 58

TABLE 3-6 : AUTO-RICKSHAW FLEET DATA ...... 59

TABLE 3-7 : TYPOLOGY OF PROPOSED BUS FLEET ...... 59

TABLE 4-1 : TOTAL COST OF BUSES ACCORDING TO TYPE ...... 61

TABLE 4-2 : HANDHELD TICKET MACHINE ...... 61

TABLE 4-3 TOTAL PROJECT COST ...... 65

TABLE 4-4 : ASSUMPTIONS CONSIDERED FOR FINANCIAL ASSISTANCE ...... 66

TABLE 4-5 : COST PROJECTIONS ...... 67

TABLE 4-6 : TOTAL FUND DISTRIBUTION ...... 68

TABLE 5-1ADVERTISEMENT REVENUE ...... 72

TABLE 5-2 PARKING REVENUE ...... 73

TABLE 5-3 : TIME LINES FOR REFORMS ...... 78

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Bus Funding DPR under MoUD Scheme - Pune

List Of Figures

FIGURE 1-1 : CITY LINKAGES AND CONNECTIVITY ...... 10

FIGURE 1-2 : POPULATION GROWTH TRENDS PUNE (POPULATION IN LAKHS) ...... 11

FIGURE 1-3 : DECADAL GROWTH TRENDS PUNE (IN PERCENTAGE) ...... 12

FIGURE 1-4 : POPULATION DISTRIBUTION FOR AGE-GROUP (0-6) YEARS ...... 12

FIGURE 1-5: TOP 10 WEALTHIEST CITIES/ TOWNS IN INDIA ...... 13

FIGURE 1-6 : PERCENTAGE OF LAND USE DISTRIBUTION – PMC ...... 14

FIGURE 1-7 : COMPARATIVE STATISTIC FOR PRIVATE AND PMT BUSES ...... 19

FIGURE 1-8 : ROAD ACCIDENT IN PUNE ...... 20

FIGURE 1-9 : VEHICULAR GROWTH 2001-12 ...... 21

FIGURE 1-10 : VEHICULAR COMPOSITION 2011-12 ...... 21

FIGURE 1-11 : IMPORTANT TRANSPORTATION NODES OF THE CITY ...... 25

FIGURE 1-12 : PASSENGER TRIPS MODE SHARE PUNE ...... 25

FIGURE 1-13 : INSTITUTIONAL SETUP ...... 27

FIGURE 2-2 : PMPML ORGANIZATION SETUP - ADMINISTRATIVE STRUCTURE ...... 36

FIGURE 2-1 : PMPML ORGANIZATION SETUP - DIRECTOR'S STRUCTURE ...... 36

FIGURE 3-1 : BRT ROUTES IN PUNE ...... 46

FIGURE 3-2 DESIRE LINE DIAGRAM BASE YEAR 2008, PUNE CMP ...... 47

FIGURE 3-3 IMPORTANT PUBLIC TRANSPORT CORRIDORS IN PUNE AND PCMC (COMMON ROUTES) ...... 51

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Bus Funding DPR under MoUD Scheme - Pune

Abbreviations and Acronyms

Abbreviations and Acronyms Descriptions JnNURM Jawaharlal Nehru National Urban Renewal Mission GoI Government of India MoUD Ministry of Urban Development DPR Detailed Project Report UBS Urban Bus Specifications CBS City Bus System SPV Special Purpose Vehicle MC Municipal Corporation DA Development Authority UMTA Unified Metropolitan Transport Authority UTF Urban Transport Fund NUTP National Urban Transport Policy ULB Urban Local Body STU State Transport Undertaking SRTC State Road Transport Corporation PIS Passenger Information System TOD Transit Oriented Development TIMMC Traffic Information & Management Control Centre NPH National Public Helpline CMP Comprehensive Mobility Plan CTTS City Traffic and Transportation Study NMV Non Motorized Vehicles O-D Origin Destination PCU Passenger Car Unit PCTR Per Capita Trip Rate MRTS Mass Rapid Transit System BRTS Bus Rapid Transit System ETVM Electronic Ticket Vending Machine VAT Value Added Tax ITS Intelligent Transport System GPS Global Positioning System CCTV Close Circuit Tele Vision IPT Intermediate Public Transport ATL Average Trip Length

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Bus Funding DPR under MoUD Scheme - Pune

List of Annexure

Annexure – 01 UTF Note

Annexure – 02 Advertisement Policy

Annexure – 03 Comprehensive Transport Policy and Parking rates

Annexure – 04 ITS Note

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Bus Funding DPR under MoUD Scheme - Pune

Chapter 1: City Profile

1.1 Background

Pune has emerged as a prominent location for manufacturing industries, and has now been recognized as the information technology hub and education hub of the country. The city is spread over an area of 243.96 Sq.Km with a population of over 3 million. The rapid growth of the city has transformed from its character as Pensioner’s city to Educational – Administrative Centre and now to a bustling economic centre. The city is famous as the Oxford of the East and the cultural capital of Maharashtra. Pune is also one of the most renowned places among tourists coming to Maharashtra. The educational institutions, presence of a number of industries and branches of virtually every array have made Pune a prosperous city.

1.2 Spatial growth and regional setting

Over the years PMC has grown in concentric rings. Future growth of PMC will be mainly governed by existing transport corridors, existing and future industrial developments in and around PMC and the expansion of central business district (CBD). Spatial growth of PMC will taken place towards employment nodes; in areas which are closer to these nodes and areas which gives immediate connectivity to these nodes. Along with this, few areas in PMC will be further densified and will be overcrowded in terms of commercial developments while out migration is expected from already overcrowded residential areas towards peripheral areas. A detailed discussion on spatial growth is given below. Overall PMR growth directions will be in line with PMC, however, below, potential areas within PMC are mainly furnished. West, North-West and North – IT and Auto hub. PCMC MIDC is fully developed and will continue to attract PMC citizens for jobs which are already created. Hinjewadi Phase I and II are attracting major investments while Phase III and IV are in the planning stage. Hinjewadi Phase III has given a Special Economic Zone (SEZ) status and is borne to attract number of multinational companies. As already discussed in earlier sections Chakan MIDC is also attracting major investments and is developing as an extension to PCMC MIDC. Bharat Forge has proposed an SEZ just 45 km. North of PMC over an area of 1,800 Ha. to be developed majorly as auto and auto component industries. All these existing and future industrial developments are well connected with PMC through old and new NH-4 and Mumbai- Pune expressway through city roads such as Pashan Road, Sus Road (SH-57), Baner Road,

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Bus Funding DPR under MoUD Scheme - Pune

Karve Road and Sinhagad Road. For future expansion of PMC in the West, North West, and North potential areas will be Baner, Balewadi, Sutarwadi, Pashan, and Aundh where a majority of residential growth is likely to take place. Though there is a spill over of developments into PCMC area (in and around Waked) which are closer to Hinjewadi and PCMC MIDC, PMC is the preferred destination as there have better level of infrastructure services. CBD expansion is expected in and around city roads leading to old and new NH4 and expressway. North-East – IT, BPO and White Goods hub. North-East areas of Pune will receive equal attention for various developments along with West, North-West and North areas. Towards North-East, Ranjangaon MIDC with ‘C’ PSI zoning is attracting White Good’s investments while areas of Kharadi, Kalyani Nagar, Parnakuti, and Bund Garden along Pune-Nagar Road are attracting IT and BPO investments. This area has a proximity advantage to existing airport at Lohgaon while the proposed international airport at Chakan can be easily be accessed from Pune-Alandi Road. Along with these developments, Pune-Nagar Road is witnessing a high commercial development along it in the last few years. For future expansion of PMC in the North-East potential areas will be Kharadi, Ramwadi, Wadgaon Sheri, Lohgaon, Parnkuti, Kalyani Nagar, Yerwada etc. CBD expansion is expected in and around Pune-Nagar Road. South, South-East. Following West, North and North-East, South and South-East will be the potential area for PMC spatial growth. Hadapser area has already seen a lot of spill over from PCMC MIDC and many investors have established their manufacturing operations here. Hadapser industrial areas have advantage of Pune-Solapur Road connectivity. This area has also seen IT developments by private investors, where IT offices are developed as a self-contained city (along with residential areas, schools, amenities etc.). Magarpatta Cyber city is a good example of this. Southern areas of PMC will be further densified taking advantage of connectivity to industrial areas in West and North through Mumbai-Pune expressway. PMC’s growth towards the extreme south and beyond its boundaries is restricted due to hills and forests. For future expansion of PMC in the South and South- East potential areas will be Hadapser, Ramtekadi, Mahamadwadi, Kondhawa etc. CBD expansion is expected in and around Pune- Solapur Road. South, South-West Expansion in South and South-West areas will be mainly triggered by Mumbai- Pune expressway link. Areas of Kothrud, Warje, Karve Nagar, Wadgaon will continue to receive attention for residential and commercial developments. These areas are already developed in terms of infrastructure services and availability of various amenities (education, health, banking services etc.) and hence preferred by many citizens. In the South and South-West, spill over of developments beyond PMC limits is not expected in future due to geographical restrictions such as Panshet and

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Bus Funding DPR under MoUD Scheme - Pune

Khadakawasala dams, hills and forests. The area beyond PMC also lacks transportation linkages except for Pune-Satara Road.

1.3 Climate

Pune has a tropical wet and dry climate with average temperatures ranging between 20 to 28 °C (68 to 82 °F). Pune experiences three seasons: summer, monsoon and a winter. Typical summer months are from March to May, with maximum temperatures ranging from 30 to 38 °C (86 to 100 °F). The warmest month in Pune is April; although summer doesn't end until May, the city often receives heavy thundershowers in May (and humidity remains high). The monsoon lasts from June to October, with moderate rainfall and temperatures ranging from 22 to 28 °C (72 to 82 °F). Most of the 722 mm (28.4 inches) of annual rainfall in the city fall between June and September, and July is the wettest month of the year. Hailstorms are also common in this region.

1.4 Linkages & Connectivity

Figure 1-1 : City linkages and connectivity

The city is located at the confluence of the National Highways viz., NH-4 leading to Mumbai in the north and Bangalore in the south, NH-50 to Nasik and NH-9 to Solapur. State Highway SH-60 connects to Ahmednagar, SH-64 to Saswad, SH-39 to NDA and SH-57 to Pirangut, Maharashtra district road MDR-60 connects Pune to Mulshi.

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Bus Funding DPR under MoUD Scheme - Pune

In addition, the westerly bypass connects the Pune- Satara Road (NH-4) in the south to Mumbai- Pune (NH-4) in the North. Pune is internally well-connected through an extensive road network comprising 11 major intercity roads.

1.5 Demographic Profiles

This section illustrates the population, population growth rate and population density in Pune.

1.5.1 Population

The population of Pune city as per provisional figures of Census India, 2011 is more than 3 million. There is a growth of more than six times in the city’s population in the last 60 years, from 0.48 million in 1951 to 3.11 million in 2011; this is attributed to the advanced economic activities

Figure 1-2 : Population Growth Trends Pune (population in Lakhs)

Source: Census 2011

1.5.2 Population growth rate

The Fig 1-3 of demographic growth trend of Pune city (PMC) is showing steep decline from 50.08% decadal growth rate in 1991-2001 to 22.73% decadal growth rate in 2001-11 which may be due to the development of Pimpri-Chinchwad Municipal corporation (PCMC) as an industrial centre; Pimpri-Chinchwad may be considered as an emerging counter magnet to Pune city.

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Bus Funding DPR under MoUD Scheme - Pune

Rapid growth of the city is mainly attributed to industrialization of PMC/PCMC after 1960 and expansion of information technology (IT) industry in the last decade. Given this trend and the strong economic activity in the Pune region, Pune is bound to attract a lot of migrants.

Figure 1-3 : Decadal Growth Trends Pune (in percentage)

Source: Census 2011

1.5.3 Population density

The initial provisional data released by census India 2011, shows that density of Pune district for 2011 is 603 people per sq. km. In 2001, Pune district density was at 462 people per sq. km

1.5.4 Gender ratio and age profile

The Gender ratio in City Pune, according to the 2001 & 2011 census is 916 and 945 females per 1000 males respectively. Out of the total population of 3,115,431 people the male and female population are 1,602,137 and 1,513,294 respectively. According to 2011 census the population distribution of Pune of age-group 0-6 years is 324,572 with male and female population being 171,152 and 153,420 respectively. The figures 1-4 also show the comparison with the 2001 census.

Figure 1-4 : Population Distribution for Age-Group (0-6) years

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Bus Funding DPR under MoUD Scheme - Pune

1.5.5 Literacy rate

Average literacy rate of the Pune in 2011 was 91.61 with male and female literacy rates being 95.13 and 87.91 respectively. According to 2001 census the total no. of literates were 1,956,956. with male and female literates being 1,079,575 and 877,381 resp. The gender wise literacy rate and their comparison with the State and National averages are presented as shown in Table 1-1

Table 1-1 : Literacy details according to census 2011

No. Parameter Literacy Rate Literacy rate – Male (%) Literacy rate – Female (%) 1 City 91.61 95.13 87.91 2 State Average 82.91 89.82 75.48 3 National Average 74.04 82.14 65.46

1.6 Urban Economy

As per the Chamber of Commerce study, 2010, Pune region has the GDP growth of $23 billion with a growth rate of 15% and the per capita growth of 6%. The district wise per capita income shows that Pune district has the second highest per capita income with Rs.127, 176 after Mumbai with Rs. 141,138. Pune city is rank 6th in the top 10 wealthiest cities in India and the second highest in Maharashtra after Mumbai. The major sectors contributing to the city’s growing economy are industry, education, tourism and culture.

Figure 1-5: Top 10 wealthiest cities/ towns in India

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Bus Funding DPR under MoUD Scheme - Pune

30,000 26,710 26,075 24,141 25,000 23,772 23,109 22,817 22,178 21,885 21,348 21,254 20,000

15,000

10,000

5,000 Avg. per capita annual income (Rs.)

0

Cities/ Towns Source: Karve Institute of Social Service Report- 2008 -2009 As per ESR Report (2010-11), the per capita income in Pune was Rs 35,500 in 2004-05 and went up to Rs 60,000 in 2010-11. The work force participation rate as per the Census 2001 (main and marginal workers) in PMC is 34.08%, which is 2.20% more as compared to 31.88% in 1991. The WPR of PMC is higher than the national level but lower than the state level.

These features of the city economy are indicative of an overall better standard of living of the local population. A high standard of living proves its efficacy while planning for public utility services. A specific standard in the service deliveries, an added luxury quotient and the flexibility of slightly higher fare structure for the services offered are some of the features that stand out when it comes to planning for public transport services for cities that enjoy such environs.

1.7 Land use distribution

The first Development Plan (DP) for PMC was prepared in 1966 for a 10 year horizon till 1976 as per Maharashtra Town and Country Planning Act, 1966. Revision to this was made in 1982 which was sanctioned by the GoM in 1987. This second DP was prepared for 20 year horizon (to be valid till 2007) for PMC area of 138.36 sq. km. In 2001, PMC jurisdiction was extended by merging 23 neighbouring villages (in parts) and DP was exclusively prepared for this fringe area for a horizon of 20 years (valid till 2021). Distribution of land use as per 1987 and 2001 DP is given in Table. The combined percentage distribution for various land use categories is presented in Figure1-6: Figure 1-6 : Percentage of Land use Distribution – PMC

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Bus Funding DPR under MoUD Scheme - Pune

Table 1-2 : Land use Pattern – PMC

1987 DP 2001 DP Total 1987 DP 2001 DP Total Land use Category Sq. km. Sq. km. Sq. km. % % % Residential 50.58 53.16 103.74 36.56 50.35 42.53 Commercial 2.35 1.57 3.92 1.7 1.49 1.61 Industrial 7.26 2.62 9.88 5.25 2.48 4.05 Public and Semi-public 15.22 1.45 16.67 11 1.37 6.83 Public Utilities 1.38 - 1.38 1 - 0.57 Transport 22 9.81 31.81 15.9 9.29 13.04

Reserved Forest and Agri 2.35 26.7 29.05 1.7 25.29 11.91

Water Bodies 12.04 2.48 14.52 8.7 2.35 5.95

Hills and Hill Slopes 12.45 - 12.45 9 - 5.1

Recreational 12.73 7.79 20.52 9.2 7.38 8.41 Total 138.36 105.58 243.94 100 100 100

The combined land use pattern shows that around 43 percent of the area is under residential zone, two percent is under commercial zone, four percent under industrial zone and 16 percent under public/semi-public and recreational use. The 1987 DP was implemented up to 30 percent only. Though statistics for the ground situation for changed land use is not available, from field surveys and discussion with PMC officials, it is observed that a lot of land use changes are taken place from the defined zones, especially for commercial areas. Old city wards are overcrowded with commercial establishments and the same is the case with areas along transport corridors. One can also see a number of IT offices in residential areas since IT industry is permitted in residential zones.

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Bus Funding DPR under MoUD Scheme - Pune

1.8 Transport Network Characteristics

Transport network characteristics discuss about the road network, rail network, growth of registered vehicles, traffic and travel characteristics, brief of CMP for the city and main issues related to city’s transportation system.

1.8.1 Road Network Characteristics

The road network in the city is primarily radial and rectilinear/ circumferential and largely congested in core areas. The geographical division of the city into three segments and the position of the old city at the centre of these three segments led to a number of missing links in connections between different ends of these three segments. The intra-city traffic moving between these three segments has to invariably pass through the congested central core which also houses the Railway station and the Central Bus Terminal, due to incomplete/ missing links in the circumferential arterial roads.

As per the CTTP undertaken, 4.46 percent or about 10.4 sq.km of the city’s land is utilised for the provision of roads. Of the entire road length only about 25 percent in the city has a road width greater than 24 m and majority of them are the highways. The detail of road length is given in Table 1-3 below:

Table 1-3 : Road Length in Pune

Sl.No. Surface Type Length in Kms Percentage A Municipal Roads 1 Concrete 52 3% 2 Black-topped 1,320 71% 3 WBM 295 16% 4 Gravel & Earthen 190 10% Total Road Length 1,857 Other Agencies’ Roads B 50.00 (NH/SH/PWD Roads) Grand Total 1,907 ** This does not include the extent of Kutcha roads in the newly added villages.

1.8.2 Pedestrian and NMV facilities

Historically, Pune was known as the "cycle city of India", however cycling has decreased in popularity as the ownership and use of motorized two-wheelers has increased. From House hold survey analysis it was observed about 11% of trips are made by cycles. But in most of the roads there is no segregation for the cycle traffic from the motorized traffic causing potential unsafe conditions.

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Bus Funding DPR under MoUD Scheme - Pune

Footpaths of major roads as well as narrow streets of the dense urban core are encroached by hawkers and vendors. In many cases these activities have spread on the carriageway reducing its effective width.

Pedestrians are forced to walk on the carriageway which is not safe. Road surfaces are deteriorated by spillage of water and garbage by Fruit/ vegetable/ food stalls. On some roads (e.g. near Pune Station) illegal squatters/ slums have sprung up on the footpaths. From the road inventory it is observed that about 50% of roads do not have foot paths on both sides.

1.8.3 Traffic Management including Parking

Organised on-street parking facilities are provided only in select locations in the city, primarily due to PMC’s lack of space for providing such facilities. Parking lots are provided by PMC at 14 locations in the city for the parking of two-wheelers and four-wheelers.The listed parking facilities have a capacity about 7000 (two-wheelers) and 2000 (four-wheelers).

Lack of enough parking lots and organised on-street parking facilities have resulted in haphazard and un-organised parking on most stretches of commercial roads in the city. With most of the core areas of the city being characterized by narrow roads with a high proportion of pedestrian and slow- moving traffic, the capacity of the roads is further reduced by vehicles parked on the roadsides. This, in fact, is one of the major bottlenecks to the smooth flow of road traffic in the city.

Table 1-4 : Parking Location and Capacity

Capacity S No. Name of the Location 2 Wheelers 4-Wheelers 1 Minerwa near Mahatma Phule Mandai 1000 200 2 Narayan Peth, Opp NMV School - 44 3 Aryan near Mahatma Phule Mandai (3 Floors) 1000 200 4 Sambhaji Park - 44 5 Vaikunth Samshan Bhumi - 44 6 Maharaj Bol 1000 250 7 Sangram Ghat 70 - 8 Hamalwada Narayan Peth 900 180 9 PMC Parking 800 80 10 Petit Estate - 200 11 Dhankwadi octroi (Truck Parking) - 300 12 Moledina Hall (Multi-storyed) 1350 400 13 Narayan Peth 300 100 14 Natraj Parking 400 130

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Bus Funding DPR under MoUD Scheme - Pune

Given the congruence of lesser road widths and high personal modes, it is clear that congestion would be a direct consequence. Table 1-5 below shows the volume capacity ratio and average speed of major corridors /link, and out of 26 corridor volume capacity ratio 18 corridors are exceed 1 indicating congestion on these stretches. Highest volume capacity ratio (2.1) is found in NH-4, Jangli Maharaj Road and Ganesh Khind Road. Congestion indicator on other major intersections is also greater than 1.5 (against the standard of 0.8 for the free flow of traffic movement. The average speed of vehicles in Pune city varies between 23 kilometer per hour to 13 kilometer per hours in peak hours, with clear start –stop and obstructed flow on many corridors. High volume capacity ratio in various corridors in Pune involves queuing, slower speeds and increased travel times, which impose costs on the economy and generate multiple impacts on urban regions and their inhabitants. Congestion also has a range of indirect impacts including the marginal environmental and resource impacts of congestion, impacts on quality of life, stress, and safety as well as impacts on non- vehicular road space users such as the users of sidewalks and road frontage properties.

Table 1-5 : Volume Capacity Ratio of Roads

No Road Name Volume Capacity Ratio 1 NH4 2.3 2 Nashik Road 1.3 3 Solapur Road 1.7 4 Ahmed Nagar Road 1.8 5 Yerawada to Visharwadi Road 1.2 6 Airport / Jail Road 0.9 7 Saswad Road 1.8 8 Kondhwa Road 0.7 9 Sinhagad Road 0.9 10 Paud Road 1.2 11 Pashan Road 1.2 12 Ganesh Khind Road 2.1 13 Old Mumbai Pune Road 1.5 14 Yerawadi to Bhairobanala Road 1.2 15 Satara Road 1.8 16 Bibewadi Road 0.9 17 Mundhwa Bypass 1.3 18 JangaliMaharaj Road 2.1 19 Karve Road 1.2 20 Alandi Road 1.1 21 Baner Road 1.3 22 BhairobaMagarpatta Road 1.0 23 Nehru Road 1.2 24 Bajirao Road 0.9 25 Visharwadi - Dhanuri Road 0.9 26 LalBhagadur Road 0.9 Source: Comprehensive Mobility Plan for Pune City

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Bus Funding DPR under MoUD Scheme - Pune

UNDER JnNURM phase-1, road improvement works have been done.The major road stretches improved include the following :

Airport to Ramvadi road , Sancheti hospital to Vidya Peth road, Balewadi to westerly by- pass ,Baji Rao Road , Shivaji Road , FC road , Nehru road , FC road , Deccan college to Bombay sparsh road , Airport to Gujan Takies to Tata guard room, Karve road – Khandoji Baba Chowk to Warje Flyover , Karve Flyover to karve statue , Baner Road University to Green Park Hotel , Sangam wadi to Sadalbaba Via Defense land , Yerwada to Decan College , Kalyani Nagar Junction to Alandi Road ,Hotel green park to Balewadi stadium crossing Westerly by-pass , Karve road to Karve statue , Singhad road and Paud raod are covered under JnNURM .

1.8.4 Traffic Safety

Road accidents have become a matter of great concern to all. The number of accidents on the roads of Pune and the resulting casualties has been on the rise in the last decade. From the figures available with the RTO, fatal accidents form 24 percent of the total accidents recorded in Pune. As regards the vehicular mode and involvement in accidents, buses have the highest involvement at 67 accidents per 10,000 registered vehicles followed by trucks at 52 accidents per 10,000 registered vehicles. This clearly presents the case to enhance traffic safety and enforcemnet on the city roads. Figure give the Accidents statistics of the PMT buses. Travel in the city has become more risky with number of accident having gone up from 1.6 lakh in 1981 to over 3.9 lakh in 2001. The number of persons killed in road accidents has also gone up from 28,400 to over 80,000 during the same period. This again has tended to impact the poor more severely as many of those killed or injured tend to be cyclists, pedestrians or pavement dwellers.

Figure 1-7 : Comparative Statistic for Private and PMT Buses

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Bus Funding DPR under MoUD Scheme - Pune

The numbers of accidents on the roads of Pune and the resulting casualties have been on the rise in the last decade. In the year of 2010, 417 people died in traffic accidents in Pune. The figure 1-8 Below indicates that in year 2007 the highest number of accidents took place of which the number of Fatal accidents was 458 and grievous accidents was 531, as per the records, there is slight decrease from 450 to 399 (fatal accidents) and 531 to 468 in (grievous accidents) in the year of 2010 which is due to fact that after 2007 various road improvements and BRTS project have been implemented under JnNURM which reduce the travel time and resulting less number of accidents. As per consultation with traffic police department a high number of accidents involve two-wheeler riders.

Figure 1-8 : Road Accident in Pune

Source: http://punetrafficpolice.gov.in/index.php/en/statistics/accident-statistics.html

1.8.5 Vehicular Growth and Composition

Over the years, the total number of vehicles on Pune’s roads has increased with almost 10% annual growth in vehicular traffic (Source: RTO, Pune). In the last four years, the average number of vehicles added every year is over 1.34 lakhs. The year 2006-07 saw the maximum increase with the registration of over 1.57 lakhs (Source RTO office Pune) new vehicles. The data on growth trend of vehicles show that personalized modes such as two wheelers and cars are growing at a much higher rate. Pune rapid population growth increase travel demand and population pressure, which in turn leads to spatial expansion of urban areas and increased journey lengths. Parallel growth in city economies and personal income leads to increased travel demand, increased cars and two wheelers

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Bus Funding DPR under MoUD Scheme - Pune ownership. Increase in ownership of two wheeler and cars works as a catalyst for air quality deterioration, road congestion and reduced journey speeds, wastage of scarce fuels, besides sub optimal utilization of infrastructure and other resources.

Figure 1-9 : Vehicular Growth 2001-12

(Source: Regional Transport Office Pune, 2012)

With the increasing commercial, industrial, institutional activities, there has been a considerable increase in travel demand over the years in Pune. Traffic in Pune city is characterized by significant presence of both inter and intra city traffic. The growth in mechanized vehicles was around 10 percent per annum as given in Figure. 73% of motorized vehicles are contributed by Motor Cycle, Scooter and Mopeds. Once considered a city of bicycles, Pune is now definitely a city of motorized two-wheelers. The number of two-wheelers in the city has more than doubled in the last 10 years. Out of 23 lakhs vehicles in the city, 16 lakhs are two-wheelers (RTO 2012).

is below showing the percentage of registered vehicles in 2012. Of the vehicles in the city, the current number of cars and jeeps are 3, 77,961 (17%). Nearly 775 new vehicles are registered in Pune RTO in a day which adds to the traffic in the city. The growth of private vehicles has resulted in an increased number of vehicles on the streets of Pune increasing traffic densities, congestion, vehicle emissions and associated problems on road. Poor public transport system is a major reason due to which people in Pune are forced to use private vehicles.

Figure 1-10 : Vehicular Composition 2011-12

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Bus Funding DPR under MoUD Scheme - Pune

1.59%

Motor Cycles 0.19% 1.22% 0.41% 0.53% Scooter 2.44% 2.84% Mopeds 1.84% Cars & Taxies Jeeps 15.29% Three Wheelers -Auto Stage Carriage 51.77% Truck & Lorries 8.42% Tankers Del. Van

13.45% Tractors & Trailer Others

(Source: Regional Transport Office Pune, 2012)

As per the latest detail available (as on Feb 2013) with Pune Traffic Police, the vehicle registration data for both Pune and Pimpri Chichwad is presented in the table 1-6 below. Table 1-6 : Vehicle Registration Data

Sr. Type Pune Pimpri-Chinchwad Total 1 Motor cycle 1227924 575364 1803288 2 Scooters 307520 95808 403328 3 Mopeds 194571 38685 233256 Total 1730015 709857 2439872

Sr. Type Pune Pimpri-Chinchwad Total 1 Cars 339850 125043 464893 2 Jeep 41869 12346 54215

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Bus Funding DPR under MoUD Scheme - Pune

3 Station Wagon 951 204 1155 4 Taxi Cab 18241 11196 29437 5 Auto Rickshaw 65671 7295 72966 6 Stage Carriage 5563 2450 8013 7 Contract Carriage/Mini Bus 6696 3363 10059 8 School Buses 1739 442 2181 9 Private Vehicles 640 764 1404 10 Ambulance 1202 474 1676 11 Truck and Lorry 37046 12741 49787 12 Tankers 4449 370 4819 13 Delivery Van 4 Wheeler 26576 19213 45789 14 Delivery Van 3 Wheeler 30193 18141 48334 15 Tractors 18681 10424 29105 16 Trailers 9891 3989 13880 17 Crane and Other 5133 2085 7218 Total 3 & 4 Wheelers + Others 614391 230540 844931

Total all type of Vehicles 2344406 940397 3284803 Source: Pune Traffic Police, http://punetrafficpolice.gov.in/index.php/en/statistics/vehicle-count-in- pune.html

1.8.6 Rail Network Characteristics

Local Trains

There are 17 pairs of trains between Pune and Lonavla, and three pairs of trains up to Talegaon in service currently. The services are run with four rakes, with nine compartments each. However, with a considerable increase in the number of commuters, the demand for increasing the frequency of trains has also become stronger.

Pune railway station is the main railway head of Pune. It is a railway junction with on the Mumbai - Chennai railway line. It is also the origin of Pune - Bangalore railway line. All trains are operated by Indian Railways. Pune Railway Station serves as a halt for south bound trains from Mumbai, Gujarat, Madhya Pradesh and Rajasthan as the origin/destination for trains to north India. Pune is well linked to the entire country by this station. Also there is a project of running bullet train from Pune to Ahmedabad which will originate/terminate here.

1.8.7 Major Transportation Nodes

Airport

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Bus Funding DPR under MoUD Scheme - Pune

Pune Airport is an international airport at Lohegaon, operated by the Airports Authority of India. It shares its runways with the neighbouring Indian Air Force base. In addition to domestic flights to all major Indian cities, this airport serves international direct flights to Dubai (operated by Air India Express) and to Frankfurt (operated by Lufthansa). The Maharashtra Industrial Development Corporation is responsible for the design and construction of a New Pune International Airport. The area between Chakan and Rajgurunagar, around the villages of Chandus and Shiroli, is being considered as a construction site. If constructed here, it will be at a distance of 40 km (25 mi) from central Pune.

Rail

Local trains (EMUs) connect Pune to the industrial town of Pimpri-Chinchwad and the hill station of Lonavala, while daily express trains connect Pune to Mumbai, Hyderabad, Delhi, Nagpur, Kanpur, Howrah, Jammu Tawi, Chennai, Bangalore, Goa, Varanasi, Patna, and Jamshedpur. At Pune, there is diesel locomotive shed and electric trip shed. A rapid transit system has been proposed in Pune and is scheduled to begin operations in 2013. Shivaji nagar railway station also serves the rail network. The city has a railway station, Pune Railway Station. The station is administrated by the Pune Railway Division of the Central Railways. All the railway lines to Pune are broad gauge.

Bus Terminals

There are four major bus terminals in Pune namely Shivaji nagar, Pune Railway station, Swargate and Pune Municipal Corporation. The buses operate throughout the cities through these terminals. Following are the seven bus depots/terminals situated in the city.

 Swargate Depot  N.T.Wadi (Shivaji nagar) Depot  Kothrud Depot  Katraj Depot  Hadapser Depot  M.Yard Depot  Pune Station Bus Terminal  Mahatma Gandhi Bus Terminal

Fig 1-11 shows the important Transportation nodes of the city.

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Bus Funding DPR under MoUD Scheme - Pune

Figure 1-11 : Important Transportation nodes of the city

1.8.8 Traffic characteristics of city roads

Mode wise trips

While the preferred mode of travel (motorised) in Pune is two-wheelers, the predominant numbers of trips undertaken in the city are still pedestrian in nature followed by cycling. As can be seen from the figure, 31 percent of the trips generated in the city are on foot, 13 percent by cycling and a 15 percent by bus. However, the estimated numbers of buses, stage carriers and contract carriers (forming the public transport system of the city) plying on the roads on a given day is just 2 percent indicating high level of congestion on public transport. Auto rickshaws constitute about 6 percent of the vehicles plying on the city roads. On the other hand, the numbers of two-wheelers plying on the city roads is 71 percent and four-wheelers 17 percent. This indicates a shift from public transport to personal transport in Pune and the high growth in the numbers of two-wheelers.

Figure 1-12 : Passenger Trips Mode Share Pune

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Bus Funding DPR under MoUD Scheme - Pune

Per capita trip rate

The average per capita trip rate of the city is 1.3 for all modes of travel including walk and Cycling. For only motorized modes of traffic the per capita trip rate is 0.88

1.9 Comprehensive Mobility Plan (CMP/CTTS study)

The growth and all the economic benefits brought with it an unprecedented stress on Pune’s transportation and land use. The city once called the “cycle-city” is now commonly referred to as a “motor-cycle city”. During the last few years, the urban sprawl has extended far beyond the existing territorial jurisdiction of the city administration and is continuing to spill over into the fringe areas of the city, including the adjoining industrial hub of Pimpri Chinchwad. Pune Municipal Corporation and other agencies have undertaken various programmes/studies on the transportation system. Some are completed and some are ongoing. Several road widening and network improvement proposals (including planning and construction of flyovers and junction improvements) are underway, including proposals for a Bus Rapid Transit System. These programmes are however are isolated with each of them planned to meet an objective set by each programme. Also an important aspect of the improvement proposals is their lack of impact on a wider region namely that of Pune Metropolitan Area/Region (PMA/PMR).

A coordinated implementation strategy for the entire PMA is needed. It is wiser to first set goals for the PMR and establish strategies to meet these goals rather than implement isolated projects and hope that the net sum of these projects would meet required goals.

1.10 Urban Governance and Institutional Framework

The NUTP in its Para 37 under Legal and Administrative Issues recommend that Unified Metropolitan Transport Authorities (UMTA) is to be setup in all million plus cities:

“The current structure of governance for the transport sector is not equipped to deal with the problems of urban transport. These structures were put in place well before the problems of urban transport began to surface in India and hence do not provide for the right co-ordination mechanisms to deal with urban transport. The Central Government will, therefore, recommend the setting up of Unified Metropolitan Transport Authorities (UMTA’s) in all million plus cities, to facilitate more coordinated planning and implementation of urban transport programs and projects and an integrated management of urban transport systems. Such Metropolitan Transport Authorities would need statutory backing in order to be meaningful.”

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Bus Funding DPR under MoUD Scheme - Pune

Accordingly in December 2007 the Maharashtra government has setup Pune Metropolitan Transport Authority (PMTA / PMRDA). It has been proposed that the State Urban Development Secretary will head the PMTA. Representatives from two municipal bodies and three cantonment boards along with those from the transport sectors - road, rail and water - will be made members. Representatives from bodies such as MSRDC and various state departments from the traffic and transport sectors too are likely to be part of PMTA. PMTA will coordinate with various agencies - central and state government departments, Pune Municipal Corporation (PMC), Pimpri Chinchwad Municipal Corporation (PCMC) and the three cantonment boards. Planning will be done across the boundaries of the urban areas within the metropolitan region. While PMTA is a governmental agency, it is suggested that the setup must made in a manner such that PMTA operates like an efficient business corporation that plans and conduct the functions in an Independent manner without the uncertainties arising from changing political controls and policies. PMTA may be made to generate and manage its own revenues so that it is not dependent on the state legislatures for appropriations. The Regional Traffic Authority is expected to continue to exist and its role would be to mostly act as a regulatory body. A schematic of the institutional setup is shown in Figure below.

Until the proposed PMTA / PMRDA is setup and fully functional PMPML must consider the following Improvements in the interim: • A BRT Cell must be created within the PMPML to cater specifically to the BRTS and its operations •An organizational appraisal study considering the organisational structure, manpower skill, recruitment and purchasing procedures etc must be prepared by a professional consultant and the recommendations must be implemented

Figure 1-13 : Institutional Setup

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Bus Funding DPR under MoUD Scheme - Pune

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Bus Funding DPR under MoUD Scheme - Pune

Chapter 2: Public Transport Characteristics

2.1 Introduction

This chapter shall discuss the available/proposed public transportation facilities in the city. Information on existing/proposed city bus system and Intermediate Para-Transit system is provided in the sub-sections below.

2.1.1 City Bus System

The public transport in Pune consists mainly of bus transport which is provided by Pune Mahanagar Parivahan Mahamandal Limited (PMPML) which emerged from merger of Pimpri-Chinchwad Municipal Transport (PCMT) and Pune Municipal Transport (PMT). PCMT was started as an independent agency under the aegis of then Pimpri-Chinchwad Municipal Council and later Pimpri- Chinchwad Municipal Corporation in 1974. The transport committee, set up under section 25 of the Bombay Provincial Municipal Corporations Act, 1949, managed the PCMT.

As per the latest information (03-05-2013) PMPML currently operates about 370 routes with 1794 buses covering both PMC and PCMC areas and also include 272 hired buses. The age wise distribution of the remaining 1523 buses owned by PMPML is given in the next section. It can be seen from the table that 102 buses are more than 10 years old and almost 674 buses are more than 6 to 7 years old. Such old vehicles not only consume more fuel, emit more pollutants, break down more often, but are also unattractive to users who, as a result tend to move away towards personal vehicles.

2.1.2 Intermediate Public Transport

Auto rickshaws are the main IPT modes in Pune. There are no specific route restrictions for these autos. The entire city fleet operate on same public transport routes which effectively bring down the public transport ridership. Three wheelers are running on the streets of Pune provide better connectivity to the city core which has a narrow road network. Many people prefer them over local bus service due to lower wait time and near point to point service. Auto rickshaws tend to serve areas with poor bus service provision and offer a relatively cheap source of transport; for example, they are used to transport groups of children to school. Six seater autos are becoming increasingly popular however are causing higher level of pollution. According to Pune Traffic Control Branch, three wheelers wait for commuters at 500 designated stands on streets.

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Bus Funding DPR under MoUD Scheme - Pune

2.1.3 Public Transport Ridership

Mode wise ridership details of model city have been taken on daily basis. The average daily ridership details of City Bus System are presented in Table 2-1 below. Table 2-1 : Mode wise Ridership city Details

Type of Number of Fleet Average Daily Ridership Mode 2008-09 2009-10 2010-11 2011-12 2008-09 2009-10 2010-11 2011-12

City Bus 1511 1620 1565 1634 971250 1172424 1236176 1177164 System (if any)

2.2 Existing City Bus System

2.2.1 Age Profile

Information on the age profile of the fleet as on March 2013 is given in the Table 2.2 below.

Table 2-2 : Age Profile of Existing Fleet

S. No Years No. of Buses 1 Less than 5 years 849 2 Between 6 to 8 years 349 3 9-10 years 223 4 11-15 years 102 Total 1523

2.2.2 Physical performance

Various physical performance characteristics of existing city bus service are presented in Table 2-3

Table 2-3 : Physical Performance of the Bus Service

S.No Parameters 2007-08 2008-09 2009-10 2010-11 2011-12 A Physical Performance

1 Average no. of buses held 1181 1422 1620 1565 1634 2 Average no. of buses on road 933 1075 1282 1224 1183 % of Fleet Utilization 3 (considering vehicle under 77.81 73.8 76.55 75.27 68.21 scheduled maintenance) 4 Average age of bus (Year) 6Y,2M,19D 6Y,1M,11D 5Y,1M,10D 7 Y 7Y,2M,28D Total revenue Km in Lakhs 5 813.92 906.38 1083.24 1032.02 1003.3 (effective km) B Daily Bus Performance

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Bus Funding DPR under MoUD Scheme - Pune

S.No Parameters 2007-08 2008-09 2009-10 2010-11 2011-12 1 Avg Km/day 222384 248324 296777 283523 274126 Avg. Kms/day/bus 238.35 230.99 231.49 231.64 231.72

2 Avg. % load factor 62.45 61.75 57.26 65.77 72.57 C Fuel Performance

1 Kms/lts of HSD (KMPL) 3.52 3.47 3.46 3.37 3.3 D Staff Positioning

1 Total Staff 8609 10042 10294 9780 9633 Bus/Staff ratio including Avg 2 8.86 7.44 7.12 7.45 7.44 daily workers on duty E Schedules

No. of Schedules Operated 891 1036 1323 1178 1160

2.2.3 Financial performance

The financial position of PMT operations is given in table 2-4 below

Table 2-4 : Financial performance

S. 2012-13 Parameters 2007-08 2008-09 2009-10 2010-11 2011-12 No (Provisional) A Revenue (Rs in Lakhs) 1 No of Schedule 891 1036 1323 1178 1160 1223 Operated 2 Traffic 1784909420 2621970842 2998411473 3778810270 4035652013 4413792939 Revenue 3 Other 372853907 594376041 866609452 450466497 439780423 910644025 Revenue 4 Total 2157763327 3216347919 3865022248 4229277945 4475433596 5324438187 Revenue B Cost (Rs in lakhs) 1 Personnel 1094274335 1127280334 1458223810 1756854321 1649948451 2365074165 (salary) Personnel 4764245 6125478 76104762 85484187 100047012 91258515 (over time) 2 Fuel 1240480014 1011487135 937309433 962314032 969441084 1154306812 3 Tyres & Tubes 121148101 104507856 109054732 170460588 122162862 183318290 4 Spare parts & Others 5 Interest 21396152 70392291 63481300 46761678 47666264 42515718 6 Hire Buses 202321219 197273346 644664075 724167188 856986791 900112500 Rent 7 Depreciation 74326704 257452993 291177897 308383381 312777700 385637286 8 MV Tax 3876846 4204363 5033951 5325856 4790959 869370

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Bus Funding DPR under MoUD Scheme - Pune

S. 2012-13 Parameters 2007-08 2008-09 2009-10 2010-11 2011-12 No (Provisional) 9 Passenger 21138363 9110772 104746277 128727619 134729860 119412736 tax 10 Other tax 17534259 63356818 80992737 67736470 86160183 8770527 11 Total tax 42549468 76671953 190772965 201789945 225681002 129052633 2801260238 2851191386 3770788974 4256215320 4284711166 5251275919 12 Other Cost 133678781 473829174 501221726 111776650 419454711 634614759 13 Total Cost 2934939019 3325020560 4272010700 4367991970 4704165877 5885890678 14 EPK 17.14 28.31 36.46 40.98 44.61 50.41 15 CPK 18.83 28.5 40.29 42.32 46.89 55.73

2.3 Existing Fare Structure

2.3.1 Fare Structure of CBS

The present fare structure of the city bus services is presented in Table 2-5 below.

Table 2-5 : Fare structure within Corporation Limits

PMPML Fare

Km Stage Ticket Rate Child/ other ticket rates Late night buses 0 1 0 0 0 2 2 5 5 10 4 3 10 5 15 6 4 10 5 15 8 5 10 5 15 10 6 10 5 15 12 7 15 10 20 14 8 15 10 20 16 9 15 10 20 18 10 20 10 25 20 11 20 10 25 22 12 20 10 25 24 13 20 10 25 26 14 25 15 30 28 15 25 15 30 30 16 25 15 30 32 17 25 15 30 34 18 25 15 30 36 19 30 15 35 38 20 30 15 35 40 21 30 15 35

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Bus Funding DPR under MoUD Scheme - Pune

PMPML Fare

Km Stage Ticket Rate Child/ other ticket rates Late night buses 42 22 30 15 35 44 23 30 15 35 46 24 30 15 35 48 25 30 15 35 50 26 30 15 35 52 27 30 15 35 54 28 30 15 35 56 29 30 15 35 58 30 35 15 40 60 31 35 15 40 Source: PMPML 28th Aug 2013

2.3.2 Fare fixation & revision mechanism for city buses

The present fares for public bus transport are fixed by the State Transport Authority (STA), under provisions of the MV Act. Delays in revision of fares, consequent upon changes in the prices of different inputs, often result in financial loss to the public transport operator.

2.3.3 Existing fare collection mechanism

The existing fare is collected by both manual as well as by hand-held Electronic Ticket Vending Machine (ETVM) for on-board collection and off-board collection. Both PMC and PCMC are planning BRT system on important corridors which require fare integration with other mode of transport. At present, bus is the prime public transport mode. Hence the integrated fare is not the immediate need and will be introduced after implementation of other modes like metro, tram, monorail if any.

2.4 Taxation on public transport

As a part of social service, the public transport system in the city should be avoided for taxes at both state and local level. As of now, the state is not waving off any taxes; however local authorities are agreed to bear VAT and Octroi. However Octroi tax has got converted in the form of Local Body Tax (LBT). The present applicable taxes comprise, MV tax, passenger tax, educational cess which are state level taxes.

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Bus Funding DPR under MoUD Scheme - Pune

2.5 Institutional Setup for City Bus Operations

2.5.1 Management Structure – SPV and UMTA

The public transport system was traditionally provided by Pune Municipal Transport (PMT). However in June 2007 PMT was merged with the Pimpri Chinchwad Municipal Transport (PCMT) to form Pune Mahanagar Parivahan Mahamandal Ltd. (PMPML) to provide passenger transport service to the commuters of Pune, Pimpri Chinchwad and adjoining areas.

Since its inception in 2007, PMPML has played a pivotal role in augmenting public transport system in Pune and Pimpri Chinchwad. PMPML is transporting nearly 12 lakh passengers daily with a staff strength of over 8600, 11 bus depots and 66 bus stands. To further improve public transport system of the city a Bus Rapid Transit system (BRTS) had also been proposed in Pune and Pimpri Chinchwad to allow users to travel quickly through the city.

2.5.2 Staff details for PMPML.

The organization structure of PMPML, includes a Board of Directors with the Chairman also performing the role of a Managing Director. The Board has members from amongst administrative heads and executive bodies from Pune and Pimpri Chinchwad. For ownership of BRTS and its related infrastructure, it has already been proposed that a SPV would be formed under PMPML.

Considering that PMPML is an operating and a live entity with significant assets. the requirement of setting up a separate SPV is not recommended for city bus/ BRT operations The already proposed SPV under PMPML would be responsible for running buses as part of BRTS and if required, separate buses as feeders to BRTS.

The existing organization setup of PMPML is given in Error! Reference source not found. and Error! Reference source not found..

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Bus Funding DPR under MoUD Scheme - Pune

Director’s Body

1. Chairman & Managing Director (Appointed) 2. Municipal Commissioner, PMC 3. Municipal Commissioner, PCMC 4. Mayor, PMC 5. Chairman Standing Committee, PMC 6. Appointed Representative, PCMC 7. Chairman Standing Committee, PCMC 8. Director,Central Institute of Road Transport 9. Regional Transport Officer, RTO Pune 10. PMC Member, PMC

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Bus Funding DPR under MoUD Scheme - Pune Figure 2-1 : PMPML Organization Setup - Director's Structure

Figure 2-2 : PMPML Organization Setup - Administrative Structure

Source: www.pmpml.org

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Bus Funding DPR under MoUD Scheme - Pune

2.6 Support Infrastructure

The support infrastructure for city bus services such as Depot, terminals and ITS facilities are essential for any city bus service to operate successfully. The details for each of these infrastructure components are given below.

2.6.1 Existing Bus Depots and Terminals

There are 10 existing Bus Depot for City buses. The details of the depots are presented in the following table:

Table 2-6 : Existing Bus Depots for PMPML

S Depot Depot Depot Depot Depot Depot Item Depot 5 Depot 6 Depot 9 Depot 10 No. 1 2 3 4 7 8 Swar- N.T. Hadap Pune Market Kothru 1 Name Katraj Nigadi Bhosari Pimpri gate Wadi sar Station Yard d Total Area 2 2.5 3 6 6 4 1 6 9 2 3.5 (Acres) Total No. of 3 195 175 190 181 158 67 175 77 56 102 buses 4 Bus types

Capacity 5 (no. of 50 50 150 150 100 60 150 250 60 130 buses) No. of 6 58 46 47 43 31 18 53 31 15 32 routes Maintenanc 7 e & Admin 1200 1100 1100 1100 700 450 1000 700 400 700 staff details Repair and 8 Maintenanc 138 105 95 99 69 43 111 77 50 86 e details

Table 2-7 : Existing Bus terminals for PMPML

Item Name Total Area (Acres) Terminal 1 P.M.C 2 Terminal 2 Deccan 1 Terminal 3 Mahatma Gandhi 1 Terminal 4 Khadi Bazar 1 Terminal 5 Hadapsar 0.5 Terminal 6 Kothrud 0.5 Terminal 7 Sarasbaug 0.5 Terminal 8 Moledina 1

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Bus Funding DPR under MoUD Scheme - Pune

Item Name Total Area (Acres) Terminal 9 Swargate 1 Terminal 10 Katraj Zoo 0.5 Terminal 11 Katraj BRT 0.5 Terminal 12 Alandi 0.5 Terminal 13 Saswad 0.5 Terminal 14 Pimple Gurav 0.5 Terminal 15 Pimpri Chowk 0.5 Terminal 16 Bhosari PMT Chowk 0.5 Terminal 17 Nigadi Chowk 5000 sq.ft

2.6.2 Proposed Bus Depots and Terminals

The existing depot and terminals operational in PMC area comprise old buildings and poor supporting infrastructure. However considering their locational planning, most of them are within city limits and at a prime location. The relocation of depot activity in the outskirts may immensely increase dead mileage. Because of the limited land available for depot development in city limits, PMC intend to develop multistory depots with revised FSI so as to effectively increase the depot capacity.

In addition to this, PMPML / PMC intend to develop Upper depot (3 acre) and Kumbre Park, Kothrud depot (2.5 acres) as part of this JnNURM extended scheme. The area abstract for both the depots is given in the Table below.

The proposed bus depots and their details are presented in below table:

Table 2-8 : Proposed Bus Depots details for PMC

Area Abstract for Upper Depot (60 buses : 3 acre) Total S.No Item No's Area in Sq.m Area 1 Site clearance 1 12120 12120 2 Boundary wall 1 12120 12120 3 Administrative Office 1 210 210 4 Canteen/refreshment Area & Kitchen 1 90 90 5 Wash Room (Male & Female) & toilets 1 54 54 6 Minor Pits 1.2 15 18 7 Major Pits 2.4 14.4 34.56 8 Washing Ramp/area 1.2 200 240 9 Maintenance Bus parking Area 5 42 210

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Bus Funding DPR under MoUD Scheme - Pune

10 Towing vehicle Parking 3 42 126 11 Buses Parking 60 42 2520 12 Ticket Counter/work shop room 1.2 36 43.2 13 Spare Parts Room/store 1 262 262 14 Store Room &changing room 2.4 36 86.4 15 Training room / Office area Space 1.2 30 36 16 Water Recylcing Area 1 625 375 17 Water Tank (litres) 9000 10 6 18 Staff/Car/ two Parking 12 12.5 150 19 Fire Fighting Tank (litres) 9000 10 6

Fixed Facilities (minimum requirements) 1 Security Cabin 1 48 48 2 Control room/Electrical room 1 122 122 3 Power Station 1 16 16 4 Bank 1 75 75 5 Augmented Inspection Team (AIT) Section 1 36 36 6 Painting and Denting Section 1 66 66 7 Cleaning Area 1 105 105 8 Retro Room 1 30 30 9 Tyre Room/Foreman's cabin 2 30 60 10 watch towers 4 6 24 11 Fuel Filling Station ( in Case of CNG) 0.6 1000 600

Area Abstract for Kumbre Park, Kothrud Depot (50 buses : 2.5 acre) Total S.No Item No's Area in Sq.m Area 1 Site clearance 1 10100 10100 2 Boundary wall 1 10100 10100 3 Administrative Office 1 175 175 4 Canteen/refreshment Area & Kitchen 1 75 75 5 Wash Room (Male & Female) & toilets 1 45 45 6 Minor Pits 1 15 15 7 Major Pits 2 14.4 28.8 8 Washing Ramp/area 1 200 200 9 Maintenance Bus parking Area 5 42 210 10 Towing vehicle Parking 3 42 105 11 Buses Parking 50 42 2100 12 Ticket Counter/work shop room 1 36 36 13 Spare Parts Room/store 1 262 262 14 Store Room &changing room 2 36 72 15 Training room / Office area Space 1 30 30 16 Water Recylcing Area 1 625 312.5

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Bus Funding DPR under MoUD Scheme - Pune

17 Water Tank (litres) 7500 10 5 18 Staff/Car/ two Parking 10 12.5 125 19 Fire Fighting Tank (litres) 7500 10 5

Fixed Facilities (minimum requirements) 1 Security Cabin 1 48 48 2 Control room/Electrical room 1 122 122 3 Power Station 1 16 16 4 Bank 1 75 75 5 Augmented Inspection Team (AIT) Section 1 36 36 6 Painting and Denting Section 1 66 66 7 Cleaning Area 1 105 105 8 Retro Room 1 30 30 9 Tyre Room/Foreman's cabin 2 30 60 10 watch towers 4 6 24 11 Fuel Filling Station ( in Case of CNG) 0.5 1000 500

2.7 Intelligent Transport System (ITS) – Pune CGRAPS Project

CGRAPS Pune is an ITS (Intelligent Transportation System) project. Intelligent Transportation Systems (ITS) is the application of advanced technology like electronics, communications, control and information technology for the benefit of more efficient transportation. CGRAPS is an integral solution of the following 6 components:

1. Critical Public Place Surveillance System (CPPSS)

CPPSS consists of 70 Cameras installed at locations identified by Pune Municipal Corporation (PMC) as critical. The Cameras are connected to Central Control Room and shall monitor and also Pan, Tilt and Zoom from the Central Control Room.

2. Garbage/ Octroi Vehicle Management System (GVMS)

GVMS tracks 100 Garbage/Octroi vehicles. The system shall generate the following reports on request.

. Vehicle arrival / departure at specified garbage collection points

. Duration of halt more than a user defined period

. Speed violation more than a user defined speed

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Bus Funding DPR under MoUD Scheme - Pune

. Duration of the vehicle in use

. Distance traversed by the vehicle in a day

. Route the vehicle travelled

. Halt at predefined locations

All the reports are to be with vehicle number, type of vehicle, driver’s name, date, time and location name wherever applicable. Developing the location database is the responsibility of the vendor. It shall be possible to plot multiple vehicles on a single scanned / digitized map. Mouse over the vehicle image shall display the vehicle number, time, date, location and speed of the vehicle at that particular time. Playback of the route traversed by the vehicle may be one at a time. The driver database shall be maintained at the Central Control Room with the drivers’ name, address, license and its expiry date. It shall be possible to generate and print report by driver’s name that may be used as duty report for the driver.

3. Red Light Violation Detection System (RVDS)

The RVDS shall be installed at selected intersections (Total 40 Systems). The RVDS shall be capable of detecting red light violations, take snapshot / video of the violation for the purpose of booking the driver. The snapshot & video shall be send to the Central Control Room via communication network (leased line or vpn) for using as evidence for booking the driver.

The RVDS shall generate the following, but not limited to, reports.

 Daily reports on violation detection

 Weekly reports on violation detection

 Monthly reports on violation detection

 Report on repeated violators

4. Area Traffic Control System (ATCS)

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Bus Funding DPR under MoUD Scheme - Pune

In a major initiative to combat the traffic problems in Pune city, PMC in association with C-DAC and KELTRON, Trivandrum developed and implemented an Area Traffic Control System. The system installed at 68 intersections spread on six major corridors. The ATCS Central Control Room (CCR) is setup at the Swargate BRT Terminal, Satara Road, Pune and the proposed junctions are connected to the CCR

5. Passenger Information System for BRTS Corridor (PIS)

The Bus Rapid Transit System (BRTS) is operational on a stretch of 13.5 KM on Satara Road. Currently the BRTS corridor is having 24 bus stops. The BRTS is likely to be extended to further length shortly. The PIS is proposed to further increase the facilities to the commuters by timely information on Buses and routes.

The PIS is a real-time system that displays the arrival details of buses at every BRTS bus stop. The display shall be in Marathi, Hindi and English in a rolling fashion. The PIS shall have a display and announcement system inside the bus that shall display and announce the current bus stop and next bus stop in Marathi, Hindi and English.

Location of the bus shall be sent to the CCR, from where the bus stop displays are updated. The displays are to be updated without any time lag, as the data is dynamic.

Single colour LED matrix display or LCD display shall be used inside the bus and at the bus stop. Size of the LED display shall be 2 feet by 1 foot inside the bus and 2 feet by 4 feet at the bus stops.

It shall be possible to generate trip information of every bus and view / print the report. The following reports, but not limited to, shall be possible to generate for the system.

 Trip report - number of trips a bus done a day / in a week / per month

 Speed report – speed violation of a bus, if any in a day / in a week / per month

 Halt report – halt time in every stop

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Bus Funding DPR under MoUD Scheme - Pune

6. Speed Limit Violation Detection System (SVDS)

SVDS shall be installed at select corridors, in a drive to reduce accidents due to over speeding, total 10 locations. The system shall take snapshot of the over speeding vehicle, recording its speed at the time of the snapshot and time and date of the recording. The snapshot shall be made available to the Central Control for the purpose of booking the violator. Clear view of the number plate shall be available in the snapshot.

Processing of the data (snapshot) at the CCR shall be similar to the RVDS and similar reports shall be generated for the SVDS also. Data for 7 days shall be maintained at the Server.

The SVDS shall generate the following, but not limited to, reports.

 Daily reports on violation detection

 Weekly reports on violation detection

 Monthly reports on violation detection

 Report on repeated violators

The general project description note is given at Annexure 4

2.8 Intelligent Transit Management System (ITMS)

PMC envisages implementing ITMS for its BRTS operations in-order to bring in world class operational efficiency and automation to its transit operations. ITMS is expected to meet PMPML’s objective of enhancing service standards, bring in commuter market approaches, better organization of planning and operations; integration of Para-transit, capital improvements, marketing, and automate collection and payment of transit fares. The AFCS system and other applications within ITM are expected to be flexible enough to complement PMPML’s growth requirements.

ITMS should enable PMPML to automate its Financial Characteristics, Operational Characteristics, better insight into Passenger profiles, perform Route

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Bus Funding DPR under MoUD Scheme - Pune

Analysis to optimize on operational efficiency, Service Consumption, perform functional area productivity analysis and thereby creating PMPML BRTS a user choice.

ITMS shall provide a new set of tools for achieving urban local transport policies. This system shall provide services using modern computing and communications technologies. The system shall collect information about the state of the transport network, process that information, and either directly manage the network (e.g. headway management), or allow people to decide how best to use the network (e.g. incident detection, travel news). ITM system shall play an important role in delivering policy objectives, including tackling casualty reduction, traffic congestion and pollution, as well as improving accessibility, providing integrated transport solution and making best use of existing infrastructure. The system shall deliver noticeable economic benefits through reduced journey times and increased journey time reliability, as well as improvements in safety and reductions in pollution. The benefits of using ITMS include:

 Making travel more efficient (safer, less polluting, cheaper, better informed travel);  Helping to achieve ‘Best Value’ within network management as a result of greater information gathering and improved decision making;  Simplifying public transport use by providing accurate real time information about services;  Reducing the number of accidents by providing drivers with more information about conditions on the roads they are using;  Helping drivers find the best route to their destination, and changing that route if major incidents occur on it;  Improving the security of public transport passengers and staff by providing extra communications  Providing immediate information of catastrophic incidents and prompting for immediate response (Accidents, Ticket-less Travel, Law & Order incidents etc).  Two way communication between control room and crew

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Bus Funding DPR under MoUD Scheme - Pune

 Visual display of inside of a bus/BQS for control room/controllers.

Intelligent transit management system (ITMS) shall deliver above stated stakeholder requirements by integrating various solutions and technologies onto an integrated platform which shall comprise of following distinctive application areas:

 Automated Fare Collection System  GPS based Fleet Monitoring System  Vehicle Scheduling & Dispatch System  Passenger Information System  Financial Management System / Central Clearing House System  Depot Management System / Bus Terminal Management System  Incident Management System / Call Centre Management System  Business Intelligence System  Enterprise Management System

Table 2-9 Summary of Project Cost Estimates for Pune BRTS ITMS

Sr. No Particular Amount in Crores A Total for Hardware 33.85 B Total for Software 4.52 C Total per month for O&M on Annuity basis for six years 47.78 Total Bid Value(A+B+C) 86.15

Source: ITMS DPR, PMC

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Bus Funding DPR under MoUD Scheme - Pune

Chapter 3: Proposed Operation Plan This chapter discuss the fleet assessment and category wise distribution of buses, bus specifications, proposed support infrastructure such as bus depot, terminals and stops, proposed ITS facilities, strategy for development of the same, proposed fare collection mechanism and route rationalization for Intermediate Public Transport (IPT) system.

3.1 Assessment of fleet

PMPML currently operates about 370 routes (including BRTS) with 1835 buses (1563 owned and the balance hired). Besides the standard city bus service, PMPML have initiated the development of BRTS in Pune and PCMC. The proposed BRT route network of PMC has been given in Figure 3-1

Figure 3-1 : BRT Routes in Pune

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Bus Funding DPR under MoUD Scheme - Pune

The service coverage areas of PMPML comprise Pune corporation area, Pimpri- Chichwad corporation area and the area ranging almost 20 km away from both corporation boundaries which include 123 villages and 3 cantonment areas (Pune, Khadki and Dehu cantonment).

The census population for respective area is observed as:

 PMC – 31.15 lakhs  PCMC – 17 lakhs  Remaining PMR region – 2.34 lakh

Based on the census data for last decades, the decadal growth was observed as 50.08% which is higher than average decadal growth rate in Maharashtra (38%). Considering this, the population for entire PMR in 2013 was approximately estimated as 57.06 lakhs. Some of the rapidly growing areas comprise Hadapsar road, Katraj / Satara road, Dhayari, Nagar road, New Western byepass, Hinjewadi, Baner, Aundh etc. The base year travel pattern identified in Pune CMP has highlighted some of these rapidly growing areas in the Figure below.

Figure 3-2 Desire line diagram base year 2008, Pune CMP

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Bus Funding DPR under MoUD Scheme - Pune

As per the old fleet estimation method, (a general thumb rule of 50 buses / lakh population), the fleet requirement for PMR region in 2013 is around 2800. However, the fleet requirement is exercised based on the additional fleets required on existing corridors and some of the new routes to improve connectivity with the remote areas and newly added villages. Apart from adding new buses, there are already 102 buses which are more than 11 years old and need replacement on immediate basis.

Keeping this in mind, the proposed fleet for PMC is estimated based on the additional requirement on exiting routes and few new routes in the newly developed areas. Instead of applying basic thumb rule, the fleet requirement on existing routes and fleet assessment on the new routes is estimated based on the following formula:

No. of buses = 2 x (run time for one side + layover time) / proposed headway

While estimating fleet on the common routes in PMC and PCMC area, the fleet size is divided into 60% and 40% ratio based on the population size. The fleet estimation for PMC is therefore calculated in the four stages.

Fleet Estimation for PMC A Fleet estimation on Common routes Additional fleet required on existing common routes in PMC and PCMC (60% of total fleet 1 as part of PMC Share) Fleet estimated on proposed common routes in PMC and PCMC (60% of total fleet as 2 part of PMC Share) B Existing routes proposed for fleet augmentation within PMC C Fleet required on new routes proposed within PMC D 60% of total present PMPML Scrap Buses

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Bus Funding DPR under MoUD Scheme - Pune

A. Fleet estimation on Common routes

1. Additional fleet required on existing common routes in PMC and PCMC (60% of total fleet as part of PMC Share)

To strengthen the existing public transport coverage, PMC intends to improve its connectivity in PMR region specially on those routes connected with PCMC. For this, PMPML will minimise headway on existing routes and will additionally introduce new buses. The additional fleet required on the existing common routes is presented in the table below. This will help to distribute the load factor and will also improve the service quality. The average load factor for these corridors are more than 60, however the reduction in headway will help to control load during peak hours. This will also help to shift shared auto trips to public transport.

Table 3-1 Additional fleet required on existing common routes in PMC and PCMC (60% of total fleet as part of PMC Share)

Semi Additional Additional Additional Low Existing Existing Existing Proposed Sr Existing Distance Round Trip Total buses buses Buses for Buses for Floor Route Details Load Frequency No of Frequency No Route No (km) Time (min) Required Required for Pune PCMC Bus Factor (min) Buses (min) PMPML (60%) (40%) 890 mm

1 162 Corp to Wad.B.karandigav 40.50 304 104 304 1 15 20 19 11 8 19 2 159 Corp to talegav dumdere 43.50 325 91 27 12 15 22 10 6 4 10 3 29 Swargate to Alandi 27.00 209 78 21 10 15 14 4 2 2 4 4 114 A Hadapsar to Mahalunge gav 24.80 194 71 48 4 15 13 9 5 4 9 5 114 Corp to mahalunge 12.70 109 67 54 2 15 7 5 3 2 5 6 315 A Pune Station to Bhosari 18.20 147 101 25 6 15 10 4 2 2 4 7 357 Raj guru nagar to Pune station 46.20 343 96 19 18 15 23 5 3 2 5 8 139 Nigdi to Hadapsar 30.40 233 91 33 7 15 16 9 5 4 9 9 348 Nigdi via Aundh to Pune station 24.00 188 88 19 10 15 13 3 2 1 3 10 322 Akurdi Rly Station to Katraj 32.20 245 87 61 4 15 16 12 7 5 12 11 346 Bhosari to Hadapsar 28.30 218 85 55 4 15 15 11 7 4 11 12 42 Nigdi to Katraj 31.15 238 85 119 2 15 16 14 8 6 14

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Bus Funding DPR under MoUD Scheme - Pune

13 322 b Akurdi Rly Station to Hadapsar 36.40 275 84 69 4 15 18 14 8 6 14 14 149 A Nigdi to Hadapsar via vishrantwadi 38.40 289 80 36 8 15 19 11 7 4 11 15 298 Chintamani chowk/walhekarwadi to Katraj 35.20 266 77 266 1 15 18 17 10 7 17 16 376 b Nigdi to Hadapsar 36.80 278 74 56 5 15 19 14 8 6 14 17 376 Nigdi to Katraj 33.60 255 73 51 5 15 17 12 7 5 12 18 43 Katraj to Nigdi 36.60 276 69 46 6 15 18 12 7 5 12 19 318 Krushnagar to Pune station via aundh 26.00 202 69 67 3 15 13 10 6 4 10 20 376 A Nigdi to Warjemalwadi 32.50 248 68 50 5 15 17 12 7 5 12 21 322 A Akurdi Rly Station to Warjemalwadi 33.00 251 68 63 4 15 17 13 8 5 13 22 329 Dehugaon, wakdewadi to Pune station 32.00 244 66 41 6 15 16 10 6 4 10 23 360 Balewadi to Alandi 33.50 255 66 255 1 15 17 16 10 6 16 24 366 Nigdi via yerawada to Pune station 21.60 171 64 17 10 15 11 1 1 0 1 25 315 Bhosari to Pune station 19.30 155 63 39 4 15 10 6 4 2 6 26 354 Pimprigaon to Market yard 26.60 206 61 69 3 15 14 11 7 4 11 27 120 PMC to MIDC Chakan 40.60 304 60 38 8 15 20 12 7 5 12 276 164 112 276

Additional Existing Existing Proposed Total buses Additional Additional Existing Distance Round Trip Existing Sr No Route Details Load No of Frequency buses Required Buses for Buses for Type of bus Route No (km) Time (min) Frequency Factor Buses (min) Required for Pune PCMC recommended PMPML 28 42 Katraj to Nigdi 31.15 238 98 10 23 5 48 25 15 10 Articulated

Additional fleet required on existing common routes in PMC and PCMC (60% of total fleet as part of PMC Share) = 164 + 15 = 179

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Bus Funding DPR under MoUD Scheme - Pune

Figure 3-3 Important Public Transport Corridors in Pune and PCMC (Common routes)

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Bus Funding DPR under MoUD Scheme - Pune

2. Fleet estimated on proposed common routes in PMC and PCMC (60% of total fleet as part of PMC Share)

Along with strengthening existing common routes, PMC propose to operate following new routes which are again common for both the regions. The estimated fleet will be distributed in the same 60% - 40% proportion.

Table 3-2 Fleet estimated on proposed common routes in PMC and PCMC (60% of total fleet as part of PMC Share)

Proposed Proposed Distance Round Trip Time Total buses Buses for Pune Buses for PCMC No Route Details Frequency Type (km) (min) Required (60%) (40%) (min) SLF 1 Khadki bazar to CME/ Bopekhel 10.50 94 20 5 3 2 5 2 Marketyard to bhosari marg swargate, shanipur, corp no121 25.50 199 20 10 6 4 10 3 marketyard to chinchwadgaon route shanipur, corp route no 36 27.00 209 20 11 7 4 11 4 corp to masulkar colony 18.00 146 20 8 5 3 8 5 kumbrepark to hinjewadi 31.00 237 20 12 7 5 12 6 kumbrepark to bhosari 24.80 194 20 10 6 4 10 7 katraj to ketkawale 38.30 288 20 15 9 6 15 8 kondhwa to Pimpale gurav route, salunke vihar 24.40 191 20 10 6 4 10 9 kothrud depo to pimpri 21.00 167 20 9 5 4 9 10 kothrud depo to bhosari 25.10 196 20 10 6 4 10 11 Kothrud depo to alandi marg 86 no 29.10 224 20 12 7 5 12 12 market yard to chinchwad gaon (simla office marg) 25.10 196 20 10 6 4 10 13 Corp to Alandi route lonikand 43.80 327 20 17 10 7 17 14 Hadapsar to Hinjewadi 32.00 244 20 13 8 5 13 15 katraj to dehugav, via express highway marg 48.00 356 20 18 11 7 18 16 Pune station to balewadi 16.50 136 20 7 4 3 7 17 Pune station to dehu gaon aundh marg 34.00 258 20 13 8 5 13 18 wagholi to Lohegaon 08.00 76 20 4 2 2 4 19 Pimple gurav to Pimple gurav 26.00 202 20 11 7 4 11 20 khadi bazar to pimpri corporation, pimplegurav to rahatni 17.80 145 20 8 5 3 8

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Bus Funding DPR under MoUD Scheme - Pune

21 chinchwad gaon to corporation route rahatni pimplegurav 15.20 126 20 7 4 3 7 22 indriyani nagar to pimprigav 11.05 97 20 5 3 2 5 23 kothrud depo to Alandi marg 86 no 28.9 222 20 12 7 5 12 24 chakhan to wagholi marg shikrapor 51.8 383 20 20 12 8 20 25 pimpri gav to wagholi 28.4 219 20 11 7 4 11 26 bhosari to market yard 25.5 199 20 10 6 4 10 27 bhosari to wagholi road vishrantwadi 27.1 210 20 11 7 4 11 28 bhosari to kondhwa gate road deccan 32.1 245 20 13 8 5 13 29 bhosari to kothrud depo 35.1 266 20 14 8 6 14 30 masulkar to deccan road - corp 17.3 141 20 8 5 3 8

Moshi to Pune station route mercedes benz, indriyaninagar, nashik pahta, 234 12 31 yerawada, puen station 30.6 20 12 7 5 32 shahu nagar to hadapsar 33.4 254 20 13 8 5 13 33 pcmc to kalewadi marg aundh 19.5 157 20 8 5 3 8 34 pimprivillage to corporation through aundh route 22.6 178 20 9 5 4 9 35 chikhli to wargate route nigadi 36.3 274 20 14 8 6 14 36 krushanangar to pune station route yerawada 21 167 20 9 5 4 9 37 PCMC to balaji mandir/ ketkawale 42 314 20 16 10 6 16

PCMC to kothrud stand road kalewadi, rahatni, katevati, pimpale nilakh, 220 11 38 baner, & pune university 28.5 20 11 7 4 39 pimpri gav to wadgav dhayri 30.4 233 20 12 7 5 12 40 pimpri gav to swargate aundhgav marg 22.6 178 20 9 5 4 9 41 pimpri gav to upper indriyaninagar aundh marg 27.8 215 20 11 7 4 11 42 talvade to swargate 31.5 241 20 13 8 5 13 43 dehu gav to market yard 37.1 280 20 14 8 6 14 475 285 190 475

Fleet estimated on proposed common routes in PMC and PCMC (60% of total fleet as part of PMC Share) – (A)= 285

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Bus Funding DPR under MoUD Scheme - Pune

B. Existing routes proposed for fleet augmentation within PMC

Apart from the common routes in PMC and PCMC, the corporation proposed to strengthen some of the existing routes within PMC premise to reduce average waiting time of the passengers. This can be effectively done by reducing headway and keeping in the range of 15 to 20 min in the urban part. The exercise is carried out for existing routes within PMC and presented in the table below.

Table 3-3 Existing routes proposed for fleet augmentation within PMC

Round Existing Existing Proposed Total Additional Additional Semi Low Route Distance Existing No Route Details Trip Time Load No of Frequency buses buses Required Buses for Floor Bus No (km) Frequency (min) Factor Buses (min) Required for PMPML Pune 890 mm

1 2 Katraj to shivajinagar 10.40 93 110 5 16 5 19 3 3 3 3 82 Corp to kondhwa gate 14.30 120 101 12 10 5 24 14 14 14 1 180 Hadapsar to N.T.wadi 12.20 105 94 13 8 7 15 7 7 7 2 167 Hadapsar to wagholi 14.20 119 93 19 6 10 12 6 6 6 3 38 Dhankawdi to N T wadi 09.70 88 86 17 5 15 6 1 1 1 4 86 Kothrud depo to Corp 07.60 73 86 8 9 5 15 6 6 6 5 111 Hadapsar to Corp 14.50 122 85 13 9 10 12 3 3 3 6 5 Swargate to Pune station 05.30 57 83 11 5 10 6 1 1 1 7 7 Swargate to Urli kanchan 39.30 295 82 98 3 20 15 12 12 12 8 103 Katraj to Kothrud depo 14.60 122 80 20 6 15 8 2 2 2 9 170 Pune station to Knondhwa 09.00 83 75 8 10 5 17 7 7 7 10 19 Kondwa Hospital to Shivajinagar 15.70 130 72 32 4 20 6 2 2 2 11 174 Pune station to Kondhwa gate 18.80 152 72 15 10 10 15 5 5 5 12 50 Shaniwarwada to Singhagad 24.80 194 71 64 3 20 10 7 7 7 13 67 Swargate to kharadi 17.90 145 69 72 2 20 7 5 5 5 14 70 Deccan to Paud gaon 28.00 216 69 108 2 20 11 9 9 9 15 78 Market yard to warje malwadi 14.20 119 69 59 2 15 8 6 6 6

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Bus Funding DPR under MoUD Scheme - Pune

Deccan to sangrun (kondhwa gate to 84 33.00 69 1 20 16 sangrun 2 buses) 251 251 13 12 12 12 17 102 Kothrud depo to Lohegav 23.60 185 69 46 4 20 9 5 5 5 18 188 hadapsar to Katraj (mantarwadi) 18.00 146 68 36 4 20 7 3 3 3 19 7A Hadapsar to Urli kanchan 28.80 222 67 55 4 20 11 7 7 7 20 130 khadi machine to shivajinagar 14.00 118 67 59 2 20 6 4 4 4 21 39 Dhankawdi to PuneStation 11.50 101 65 50 2 20 5 3 3 3 22 163 Pune staton to karandigav 11.00 97 65 13 7 10 10 3 3 3 23 17 Shaniwarwada to New Ambegaon 13.20 112 63 112 1 20 6 5 5 5 24 49 Pune Statiion to khanapur 27.70 214 63 213 1 20 11 10 10 10 25 155 pune station to Dhanori/ kamalpark 14.40 121 60 40 3 20 6 3 3 3 26 226 Pune station to dhayari 15.00 125 60 125 1 20 6 5 5 5 156 156 156

Existing routes proposed for fleet augmentation within PMC (B) = 156

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Bus Funding DPR under MoUD Scheme - Pune

C. Fleet required on new routes proposed within PMC

In addition to strengthening existing routed within PMC, the corporation proposed to operate buses on some new routes to improve the connectivity. The proposed frequency is kept in the range of 15 to 20 mins. These routes are integrated with the existing routes and will help to bring in more ridership.

Table 3-4 Fleet required on new routes proposed within PMC

Proposed Semi low Distance Round Trip Time Total buses Mini No Route Details Frequency Buses for Pune floor type (km) (min) Required buses (min) 890 mm 1 Market yard to saswad marg defence, kondhwa, khadimachine, undri, mantarwadi 34.80 264 20 14 14 0 14 2 Market yard to Dhayri marg sinhagad road 13.40 114 20 6 6 6 0 3 Swargate to mohmmadwadi road (NIBM) 12.00 104 20 6 6 6 0 4 Swargate to kondhwa khurd 07.60 73 20 4 4 4 0 5 katraj to kothrud depo (new highway) 13.50 115 20 6 6 6 0 6 katraj to saswad route khadi masheen 31.30 239 20 12 12 12 0 7 hadapsar to hadapsar route mundhwa, keshav nagar, manjiri 19.30 155 20 8 8 8 0 8 katraj to waholi marg swargate 5 no 24.80 194 20 10 10 10 0 9 katraj to warjemalwadi route swargate 17.20 140 20 8 8 8 0 10 katraj to mundhwa keshavnagar, undri route mohmmadwadi 24.10 189 20 10 10 10 0 11 kothrud depo to dhayri gav route swargate 27.80 215 20 11 11 11 0 12 kothrud depo to kharadi 21.60 171 20 9 9 9 0 13 kothrud depo to mundhwa, keshavnagar 11.60 101 20 6 6 6 0 14 kothrud/ kumbher park to swargate (rajaram pool marg) 10.60 94 20 5 5 0 5 15 kothrud depo to khadki bazar 13.40 114 20 6 6 0 6 16 Kothrud stand to sai sayaji nagar 04.90 54 20 3 3 0 3 17 Market yard to khanapur (swargate) 26.00 202 20 11 11 11 0 18 market yard to hadapsar (apsara talkies marg) 10.20 91 20 5 5 0 5 19 Market yard to warje malwadi route kothrud stand 13.00 111 20 6 6 0 06

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Bus Funding DPR under MoUD Scheme - Pune

20 Market yard to wagholi marg swargate 23.40 184 20 10 10 0 10 21 Corp to rautwadi 23.50 185 20 10 10 0 10 22 Hadapsar to mandai, swargate hadapsar return 22.00 174 20 9 9 0 9 23 Hadapsar to shikrapur 36.00 272 20 14 14 14 0 24 Hasapsar to theour road, wadi gav, phursungi route 45.90 341 20 18 18 18 0 25 hadapsar to hadpsar route(return), saswad, kondhwa marg. 49.90 369 20 19 19 19 0 26 Katraj to vimannagr 22.00 174 20 9 9 9 0 27 Upper road to upper road (return route), kondhwa, bibewadi, k.k.market, 20.00 160 20 8 8 8 0 28 katraj to dhayri marg, return daatanagar, ambegav, dhyari 06.00 62 20 4 4 4 0 29 Kothrud depo to Aundh 14.00 118 20 6 6 6 0 30 Kothrud depo to kothrus depo (return) 14.00 118 20 6 6 6 0 31 Kothrud depo to pashan, balewadi 15.00 125 20 7 7 0 7 32 Pune station to dhayri gav 11.90 103 20 6 6 0 6 33 Pune station to Prayag dham 32.30 246 20 13 13 13 0 34 Swargate to shubham Society 13.30 113 20 6 6 6 0 35 Pune station to Suncity 12.30 106 20 6 6 0 6 36 Swargate to sahkarnagar 03.10 42 20 3 3 0 3 37 Swargate to shivajinagar Khajeena marg 06.00 62 20 4 4 0 4 38 swargate to sutardara marg mandai 09.60 87 20 5 5 0 5 39 Swargate to wagholi marg, magarpatta 20.00 160 20 8 8 0 8 40 Seargate to Punestation route, sheetaladevi chowk, bhor aali 07.00 69 20 4 4 0 4 321 321 210 111

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Bus Funding DPR under MoUD Scheme - Pune

For better quality of service, along with efficiency and economy more so when the PMC and PCMC are continuous urban continuum, IT, manufacturing and educational hub there ought to be a better perspective towards the bus technology and capacity. Based on the successful demonstration and acceptability of high quality premium segment buses in area of Navi Mumbai and Mumbai, PMC propose 10 premium segment buses on following routes.

Proposed Total Route No Route Details Distance Round Trip Time Frequency buses Type of bus Recommended No (min) Required 1 new Airport to Hinjawadi via Deccan 29.70 228 50 5 Premium Segment 2 new Airport to Katraj via Station 22.70 179 40 5 Premium Segment Fleet required on new routes proposed within PMC (C) = 321 + 10 = 331

Total Fleet Estimation = A+B+C+D

The total additional fleet required on existing as well as new routes will be 1011 comprising semi low floors, mini and articulated buses.

Table 3-5 Total fleet estimation

No. Detail for fleet estimation Total A Fleet estimation on Common routes 1 Fleet estimated on existing common routes in PMC and PCMC (60% of total fleet as part of PMC Share) 179 2 Fleet estimated on proposed common routes in PMC and PCMC (60% of total fleet as part of PMC Share) 285 B Existing routes proposed for fleet augmentation withim PMC 156 C Fleet required on new routes proposed in PMC 331 D 60% of total present PMPML Scrap Buses 60 1011

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Bus Funding DPR under MoUD Scheme - Pune

3.1.1 Strategy for route rationalization of IPT/ Para-transit system

Auto rickshaws are the main IPT modes in Pune. As per the data available with Pune Traffic Police, there are around 65 thousand autos plying within Pune area on daily basis. Many of them are on the main city bus routes and run in shared basis. The competitive fares and easy availability of autos have negative impact on the bus ridership.

Table 3-6 : Auto-rickshaw fleet data

Sr. Type Pune Pimpri-Chinchwad Total 1 Auto Rickshaw 65671 7295 72966 Source: Pune Traffic Police, http://punetrafficpolice.gov.in/index.php/en/statistics/vehicle-count-in- pune.html

There are no specific route restrictions for these autos except 6-8 seater sheared auto services. For finalization of existing/proposed city bus routes and sustainability of operations, rationalization of existing Intermediate Para-Transit routes is must for the city. It is required to conduct detail exercise considering all existing IPT/CBS routes, route-wise supply throughout the day, age profile of the fleet, ownership details, socio-economic profile of IPT operators, and travel pattern of the passengers, focusing on service to suburban areas through Mini-buses, inner city with IPT system and system integration in terms of trunk-feeder system and location of inter-change terminals and hubs. The surveys can be conducted at important bus terminal and railway station to understand social economic behaviour and travel pattern of IPT users. The full route-rationalization exercise may be carried out at a later stage.

3.2 Category wise distribution of buses

The percentage of category wise distribution of required buses is provided in Table 3-7 below.

Table 3-7 : Typology of proposed bus fleet

Articulated SLF CNG Mini Premium No Fleet Estimation Details Total Buses 890 mm CNG Segment A Fleet estimation on Common routes Fleet estimated on existing common routes in PMC and PCMC (60% 1 of total fleet as part of PMC Share) 179 15 164 0 Fleet estimated on proposed common routes in PMC and PCMC (60% 2 of total fleet as part of PMC Share) 285 285 0 B Existing routes proposed for fleet augmentation withim PMC 156 156 0 0 Fleet required on new routes proposed in PMC 331 210 111 10 D 60% of total present PMPML Scrap Buses 60 60 0 1011 15 875 111 10

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Bus Funding DPR under MoUD Scheme - Pune

3.3 Bus Specifications

Bus specifications shall be as per ‘Urban Bus Specifications (UBS) – II’ issued by the Ministry of Urban Development, Government of India and prevailing Central Motor Vehicle Rules (CMVR). It shall be designed to carry passengers with ease of boarding and alighting especially for ladies, children, senior citizens and physically challenged persons. The bus design shall be eco friendly, energy efficient, safe and comfortable with exhaust emissions conforming to Bharat Stage – III/IV (whichever applicable) norms. To ensure compliance type approval certificate from approved test agency under CMVR has been made necessary for the complete bus.

3.4 Contracting Mechanism for operation of buses

The buses in Pune are operated by both PMPML and private operator. PMPML is capable of running buses which are being purchased under MoUD scheme. In other words PMPML planned to operate the proposed fleet through public sector.

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Bus Funding DPR under MoUD Scheme - Pune

Chapter 4: Financial Resources Plan The chapter describes financial sustainability of the proposed fleet for the city. The objective of the fleet addition is two-fold. First, it seeks to enhance the number of buses in the city in order to meet the increasing demand for public transport. Second, it seeks to bring significant improvement in the quality of the public transport system, so that a section of the personal motor vehicle users is also attracted to public transport. This two- pronged approach would help in reducing the level of congestion by getting more people to use the buses. In addition it is also important to examine financial viability with or without funding support.

4.1 Capital Cost

PMPML has proposed to purchase 1011 numbers of buses. The cost of buses is given in Table 4-1.

Table 4-1 : Total Cost Of Buses according to type

Type of Bus Number Cost/ Unit (Rs ) Total Cost (Rs Crores) Mini Bus CNG 111 2500000 27.75 Semi Low Floor –CNG (890mm) 875 3300000 288.75 Articulated AC 15 12500000 18.75 Premium Segment Buses 10 10000000 10.00 Total Excluding Tax 1011 345.25 Total Including Tax (A) 395.31 *The bus cost is tentative and subject to the market changes. **Certification cost will be as per actual The capital cost for purchasing buses, therefore, comes to Rs 395.31 Crores.

SUPPORT INFRASTRUCTURE

Handheld Ticket Machines (B):

Table 4-2 : Handheld Ticket Machine

Units Per Unit Total Amount Item required Cost (Crore) Handheld Tkt Machines considering 2.1 machines per bus 2123 15000 3.18

*The given cost is tentative and the actual cost will be as per real market price.

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Bus Funding DPR under MoUD Scheme - Pune

Depot Development Cost (C):

Cost abstract for developing a Upper Depot Project Abstract Sr. Description of Items Amount in Lakhs no.

1 Site Clearance 6.82

2 Security Cabin 3.73

3 Administartive Office 17.21

4 Canteen/refreshment Area & Kitchen 8.23

5 Wash Room (Male & Female) & Toilets 6.32

6 Control room/Electrical room 9.74

7 Power Station 2.17

8 Ticket Counter/work shop room 4.95

9 Bank 7.43

10 Augmented Inspection Team (AIT) Section 3.89

11 Minor Pits 6.09

12 Major Pits 21.03

13 Spare Parts Room/store 16.52

14 Painting and Denting Section 5.84

15 CNG - Filling Station/Plant Area 33.79

16 Washing Ramp/area 15.46

17 Cleaning Area 8.32

18 Store Room & Changing room 8.01

19 Training room / Office area Space 11.60

20 Retro Room 3.29

21 Tyre Room/Foreman's cabin 4.90

22 Water Recylcing Area (25 m X 25 m) 21.66

23 Water Tank (15000 litres) 2.83

24 Maintenance Bus parking Area 7.79

25 Towing vehicle Parking 1.95

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Cost abstract for developing a Upper Depot Project Abstract Sr. Description of Items Amount in Lakhs no.

26 Buses Parking 39.91

27 Staff/Car/ two Parking 0.31

28 Boundary Wall 26.08

29 Fire Fighting 2.83

30 Watch Towers 21.98

28 Sub total 330.68

29 Cost escallation on 2012 DSR ( 10% ) 363.75

30 Electrical Work @ 12% of total civil construction cost 43.65

31 Plumbing Items Cost @7% of total civil construction cost 25.46

32 Base Cost(29+30+31) 432.86 33 Non Core Component Design, detailing and monitoring of projects during Implementation 15.15 34 etc. (1%+2.5% of base cost) Sub Total(31+34) 448.01 35

36 Project Contingencies @ 3% over Itemno.13 13.44

37 Total Project Cost ( INR )(35+36) 461.45 38 Say Total Project Cost ( INR Crores ) 4.61

Cost abstract for developing a bus depot at Kumbre Park, Kothrud Project Abstract Sr. Description of Items Amount in Lakhs no.

1 Site Clearance 5.68

2 Security Cabin 3.73

3 Administartive Office 14.99

4 Canteen/refreshment Area & Kitchen 7.24

5 Wash Room (Male & Female) & Toilets 5.78

6 Control room/Electrical room 9.74

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7 Power Station 2.17

8 Ticket Counter/work shop room 4.52

9 Bank 7.43

10 Augmented Inspection Team (AIT) Section 3.89

11 Minor Pits 5.84

12 Major Pits 20.18

13 Spare Parts Room/store 16.52

14 Painting and Denting Section 5.84

15 CNG - Filling Station/Plant Area 29.45

16 Washing Ramp/area 13.53

17 Cleaning Area 8.32

18 Store Room & Changing room 7.19

19 Training room / Office area Space 9.99

20 Retro Room 3.29

21 Tyre Room/Foreman's cabin 4.90

22 Water Recylcing Area (25 m X 25 m) 21.66

23 Water Tank (15000 litres) 2.54

24 Maintenance Bus parking Area 7.79

25 Towing vehicle Parking 1.95

26 Buses Parking 39.88

27 Staff/Car/ two Parking 0.31

28 Boundary Wall 24.45

29 Fire Fighting 2.54

30 Watch Towers 21.98

28 Sub total 313.31

29 Cost escallation on 2012 DSR ( 10% ) 344.64

30 Electrical Work @ 12% of total civil construction cost 41.36

31 Plumbing Items Cost @7% of total civil construction cost 24.12

32 Base Cost(29+30+31) 410.12 33 Non Core Component

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Design, detailing and monitoring of projects during Implementation 14.35 34 etc. (1%+2.5% of base cost) Sub Total(31+34) 424.48 35

36 Project Contingencies @ 3% over Itemno.13 12.73

37 Total Project Cost ( INR )(35+36) 437.21 38 Say Total Project Cost ( INR Crores ) 4.37

TOTAL Project COST

The total ancillary cost will be addition of depot development cost, handheld machine in total become (8.98+3.18) 12.16 crores. The total project cost is summarised below :

Table 4-3 Total Project Cost

Detail Cost (in Lakhs) Standard Buses 31650 Premium Buses 2875 Taxes (VAT12.50% + 2% other tax) 5006 Ancillary Infrastructure 1216 Total 40,747 407.47 Crores

4.2 Financial Sustainability

4.2.1 Assumptions for Financial Analysis

Various assumptions are being taken for carrying out the financial analysis of the proposed system based on which all the calculations are done. The table below presents the details of the same.

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Table 4-4 : Assumptions considered for Financial Assistance

Legend Calculation Cells Input Cells

Summary of Assumptions

Semi Low Premium Select Select Bus Articulated AC Floor 900mm- Mini- Diesel-Non AC standard Bus Type Type Bus Type CNG-Non AC size-CNG No. of Buses 15 875 111 10 Fare (Rs./Pax-Km) 1.49 1.10 1.10 1.49 Usage (km/day) 220 220 220.0 220.0 Fuel Type Diesel CNG Diesel CNG Fuel efficiency kmpl 2.50 4.00 5.00 2.50 Cost of Bus ₹ 12,500,000 ₹ 3,300,000 ₹ 2,500,000 ₹ 10,000,000 Maintainance Cost / km ₹ 7.00 ₹ 4.50 ₹ 2.50 ₹ 6.50 Passenger Capacity 110 65 30 65

Rate Assumptions Operating Assumptions Diesel ₹ 72.82 /Lit Useful Life of Buses 10 years CNG ₹ 45.50 /Kg Drivers/bus 2.5 nos. Electricity ₹ - /unit Conductors per bus 2.5 nos. Cost of Driver ₹ 18,000 /month Maintainance staff / bus 0.5 nos. Cost of conductor ₹ 18,000 /month Reduction in Fuel efficiency 3% p.a. Cost of Maintenance Staff ₹ 18,000 /month Fleet Utilization (First Year) 96.00% Road Tax/ MV Tax/Regn. (Excl. Insurance)2.00% Reduction in Fleet utilisation 0.67% p.a. VAT 12.50% Load Factor (First Year) 50% Increase in Load Factor 3% p.a. Max Load Factor 65%

Escalations Other Assumptions Manpower cost 7.5% p.a. Depreciation Rate 10% Fare Rates 5.0% p.a. Salvage value of Old Bus (Rs) 10% Advertisement Revenue 5.0% p.a. Residual Value for Depots 50% Fuel Cost increase 5.0% p.a. Discount Factor 12.5% Maintainance cost 10.0% p.a. Insurance 3.0% of capital value Other Maintenance Cost 5.0% of capital value ULB Category B 1-4 million

Total Capital Expenditure Rs. Lacs Basis For Non Fare Revenue Amount/Bus/Month Depots/Terminals 898.00 %age of Fare Revenue OR Intelligent Transport System 318.00 Amount ₹ 2,500 /Bus/Month Buses 39,531.13 Total 40,747.13

Means of Funding Grant %age Amount (Rs. Lacs) JnNURM State JnNURM State ULB Total Standard Buses 50.0% 20.0% 15825.00 6330.00 9495.00 31,650.00 Premium Buses 50.0% 30.0% 1437.50 862.50 575.00 2,875.00 Taxes 5006.13 5,006.13 Anciliary Infrastructure 50.0% 20.0% 608.00 243.20 364.80 1,216.00 17870.50 7435.70 15440.93 40,747.13

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4.2.2 Outcomes of Financial Analysis (profit – loss / IRR /viability gap funding required)

The average life span of the mini buses as well as semi low-floor non AC buses has been taken as 10 years. This period has been taken into account in arriving at the net present value and the values of IRR. The Steps for financial sustainability of operation and maintenance includes taking into considerations cost with Funding and Cost without funding.

Table 4-4 shows the Cost estimates with funding from the central govt. to be 50% thereby leaving remaining 50% share for City and State. The IRR values are calculated for Semi Low Floor- CNG Bus, Mini Bus and Articulated Bus and presented in the below table.

Table 4-5 : Cost projections

PROJECTED FINANCIALS (Figures in Rs. Lacs) Year 1 2 3 4 5 6 7 8 9 10

Income

Total Fare Revenue 26847 29673 32690 35909 39340 42997 44822 46722 48700 50759 Non-Fare Revenue 303 318 334 351 369 387 406 427 448 471 Total Revenue 27150 29992 33024 36260 39709 43384 45228 47149 49148 51229

Expenses

Fuel 9787 10595 11468 12414 13438 14547 15746 17045 18451 19972 Manpower 12011 12911 13880 14921 16040 17243 18536 19926 21421 23027 Maintenance 3380 3718 4090 4499 4949 5444 5989 6587 7246 7971 Insurance 1186 1067 961 865 778 700 630 567 511 459 Depreciation 1544 1544 1544 1544 1544 1544 1544 1544 1544 1544

Total Expenses 27909 29836 31943 34243 36749 39478 42445 45670 49172 52974

Netr Surplus/Deficit -758 155 1081 2017 2960 3906 2783 1479 -24 -1745

Cashflow

Capital Expenditure/Salvage Value Buses (39,531) 3953.1125 Depots/Terminals (898) 449 ITS (318)

Net Surplus/Deficit -758 155 1081 2017 2960 3906 2783 1479 -24 -1745 Add: Depreciation 1544 1544 1544 1544 1544 1544 1544 1544 1544 1544

Total Cashflow (40,747) 786 1,700 2,625 3,561 4,504 5,450 4,327 3,023 1,520 4,202

With grant Grant Amount 25,306 Cashflow with grant (15,441) 786 1,700 2,625 3,561 4,504 5,450 4,327 3,023 1,520 4,202

Without Grant With Grant Without Grant With Grant IRR -4% 14% NPV (24,556) 751

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Bus Funding DPR under MoUD Scheme - Pune

Key Observation and Conclusion:

The IRR values when estimated for different types of buses clearly indicate improved rate of returns when funding being provided under MoUD schemes. All types of buses (comprising SLF - CNG, Articulated and Mini buses) have shown higher IRR with the funding assistance.

IRR increased from -4% to 14% which justifies need of financial support for purchasing new buses.

4.3 Funding Pattern

As the project comes under the eligible components of MoUD Scheme, it is eligible for grant covering 50% of the project cost from the Central Govt. (Govt. of India), 20% of the project cost from the Govt. of State and the remaining 30% to be raised by SRTC / SPV / ULB “cost centre”.

Resource Mobilisation

As stated above, the contribution from various sources in total fund required shall be given as follows:

Table 4-6 : Total Fund Distribution

Means of Funding Grant %age Amount (Rs. Lacs) JnNURM State JnNURM State ULB Total Standard Buses 50.0% 20.0% 15825.00 6330.00 9495.00 31,650.00 Premium Buses 50.0% 30.0% 1437.50 862.50 575.00 2,875.00 Taxes 5006.13 5,006.13 Ancillary Infrastructure 50.0% 20.0% 608.00 243.20 364.80 1,216.00 17870.50 7435.70 15440.93 40,747.13

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Chapter 5: Urban Transport Reforms

5.1 About

The MoUD Scheme for purchase of buses by cities comes with the condition that certain mandatory reforms be adopted by cities that are crucial for their long term sustainable development and the sustainability of their mobility systems. These reforms for Pune are discussed in this Chapter. In offering financial assistance to cities for purchase of buses, the Ministry of Urban Development has required the following reforms for the city of Pune.

 Unified Metropolitan Transport Authority

 Special Purpose Vehicle for Bus operations

 Urban Transport Fund

 Advertisement Policy

 Parking Policy

 Transit Oriented Development

 Regulatory Mechanism for Periodic Revision of Fares

 Traffic Information and Management Centre

5.2 Regional Transport Authority (UMTA) for Pune and Pimpri Chinchwad

Background

The National Urban Transport Policy (NUTP, 2006) has recommended setting up of Unified Metropolitan Transport Authorities (UMTAs) in all million plus cities. The NUTP (2006) envisages that UMTA shall facilitate more coordinated planning and implementation of urban transport programmes & projects and integrated management of urban transport systems. The setting up of such umbrella bodies shall regulate the overall performance of the public transport systems. Maharashtra government is in the process of setting up Pune Metropolitan Regional Development Authority (PMRDA).

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This regional development authority for the PMR region will perform the following tasks:

 It is proposed to recommend fares for the use of public transport as well as para-transit to the appropriate fare fixation authority prescribed under the MV Act and also fix fees, if any, for the use of depots, terminals and all such infrastructure that may be provided by one agency but used by another  Determine, prescribe, monitor and direct the enforcement of performance parameters and quality of service standards for all modes of public transport, including standards relating to safety of operations that are outside the purview of the STA or the Commissioner of Railway Safety  Allocate routes amongst different operators through a transparent process  Evolve policies for private sector involvement in public transport in the city, including decisions relating to minimum fleet size, etc  Procure public bus services for different routes by any method such as contracting, concessioning, etc. as it may deem fit  Monitor and enforce contracts  Ensure compliance of terms and conditions of license  Recommend revocation of license for non-compliance of terms and conditions of the license  Carry out surveys and manage a database for scientific planning of public transport requirements  Co-ordinate fare integration among different bus operators and also between different modes of public transport as well as determine the principles for sharing of revenues earned from common tickets or passes  Operate a scheme of passes for the use of public transport and channelize subsidies to operators for any concessions that are offered in accordance with government policy  Regulate the arrangement amongst operators for the sharing of their revenue derived from the use of passes;  Facilitate competition and promote efficiency in the operation of public transport services;

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 Protect the interest of the consumers of public transport service;  Settle disputes between different operators and between operators and infrastructure providers;  Render advice to the State Government in the matters relating to the development of vehicle technology and any other matter relating the public transport industry in general, including the provision of special facilities for the physically challenged, senior citizens, women and children;  Levy fees and other charges at such rates and in respect of such services as may be determined by regulations;  Perform such other functions including such administrative and financial functions as may be entrusted to it by the State Government or as may be necessary to carry out the provisions of the act.

5.3 Urban Transport Fund (UTF)

For setting up a UTF in the PMR region, a proposal had been sent to the State Government for approval. According to the proposal, a separate urban transport has been created within the PMC. The sources of revenue for the Fund are as follows:

 Advertisement of buses and bus stops  Hoardings  Parking fee  Toll taxes  Taxes on goods vehicles  Revenue from RTO  Funds and grants received from JNNURM for urban transport projects  Rents from commercial properties within subways and bridges  BOT funds from urban transport projects  BRT/Metro loan and grant amount  Any other loan taken by PMC for other urban transport related projects

The funds from the UTF account will be utilized for the following:

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 Urban transport infrastructure development (roads, bridges, flyovers, culverts etc)  Maintainence of urban transport infrastructure  Land acquisition purposes  PMPML bus operation assistance  Implimentation of BRT/Metro projects  Premium of loans  Other urban transport related projects under JnNURM A copy of the proposal is attached as Annexure 1

5.4 Special Purpose Vehicle

As mentioned in the previous section, no separate SPV is recommended for bus operations in Pune and Pimpri Chinchwad. PMPML will continue operating buses and will also function as the SPV.

5.5 Advertisement Policy

Advertising is an essential way of creating awareness about various products and services. At the same time advertisement causes visual clutter. The objective of the policy is to create a meaningful balance between the need for advertising and avoidance of visual clutter. The draft advertisement policy is placed at Annexure 2. Revenues generated from advertisement in last three financial years (FY 2007-08 to 2009-10) are as follows:

Table 5-1Advertisement Revenue

No Financial Year Revenue Generated (in Rs) 1 2007-08 4,84,87,348/- 2 2008-09 5,75,16,511/- 3 2009-10 6,25,69,699/- 5.6 Parking Policy

PMC has already developed a comprehensive transport policy for the entire Pune Metropolitan Region which includes, Pune and Pimpri Chinchwad Municipal Areas and Pune and Khadki Cantonment Board areas. It focuses on discouraging usage of private modes and promoting means of public transport, apart from laying down guidelines for creating vehicle

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Bus Funding DPR under MoUD Scheme - Pune free zones, amending parking norms for buildings, controlled parking zones and determining enforcement agency roles. The parking policy as outlined in the Comprehensive Transport Policy for PMR is given in Annexure 3A

The specifics of Parking fee collection in Pune have been given below:

 Parking hours observed for fee collection – 08:00AM – 10:00 PM Can be extended upto 12:00AM

 Persons residing in the premise of pay and park area will be given concesion pass of amount : o Rs 100 for four wheelers o Rs 50 for two wheelers  Parking Rates are as follows o 2 Wheelers – Rs 2/hr and for 10 hours- Rs 5 o 4 wheelers – Rs 5/hr and for 10 hours- Rs15  In the areas operated with the help of a Jammer, the charges are as follows o Rs 500 – 4 wheelers (50% of the amount is credited to PMC) o Rs 100 – 2 wheelers (50% of the amount is credited to PMC) The detailed specifications for parking rates have been given at Annexure 3B. Revenue generated from parking charges in last three financial years (FY 2007-08 to 2009-10) are as follows:

Table 5-2 parking Revenue

No. Financial year Revenue Generated (Rs) 1 2007-08 8,38,906/- 2 2008-09 8,58,944/- 3 2009-10 11,42,223/-

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5.7 Transit Oriented Development (TOD) Policy

Concept of TOD

Higher density development is concentrated near the station to make transit convenient for more people and encourage ridership. This form of development utilizes existing infrastructure, optimizes use of the transit network and creates mobility options for transit riders and the local community. Successful TOD provides a mix of land uses and densities that create a convenient, interesting and vibrant community for local residents and visitors alike.

Purpose for Setting up a TOD Policy

The need for a TOD policy is felt for achieving the following:

 Enhance Ridership along the primary transit corridor

 Raise additional resources of finance for further development on the corridor due to generation of “Activity centers” around the station/stop area.

 Increase in affordable housing, employment, and service choices within existing communities  Promoting greater jobs/housing balance  Redevelopment of vacant or underutilized industrial and commercial sites  Reduced incentive to sprawl, increased incentive for compact development

TOD Policy in Pune - Corridor Densification Plan

Corridor densification has already been recognized by the Mobility Plan, for all the identified corridors for BRTS in Pune, a transit oriented development policy becomes mandatory as it helps in validating the capital investment made in the project. Increased ridership is always a crucial factor for justifying the financial suitability of any public transport project. Therefore unless there are policy interventions that compel the users to switch to public transport modes, it would not be viable to continue running BRT and other higher order transit systems services in a sustainable manner.

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For a comprehensive TOD policy to be developed in Pune, the following would be considered for area densification and redevelopment, along all principle transit corridors of the city.

1. Allowing mixing of landuse all along the transit corridor, this would enable a single parcel of land being put to various other uses, hence increasing the foot fall in an area. Simultaneously, policy interventions would be made to introduce variable parking charges in such areas. This would greatly affect the ridership of the public transport means which is providing access to the area.

2. Increase in permissible FAR along the transit corridors upto a depth of about 500 meters (walkable distance) on both sides of the corridor. Higher FAR would result in creating additional housing options. This would also mean creating more economy housing options for the middle income groups, at the same time, assist in easier commuting between workplaces and residences.

3. Introducing TDR for creating additional space for parking requirements in areas surrounding the transit stations and terminals, this would help encourage the “park and ride” concept giving ample options to public to switch to public transport means for their daily travel.

4. Terminal area development for creation of “Activity Zones” - Introducing PPP options for development of terminals and depots, at the same time, area improvement measures for an identified zone around the terminal/depot wherein increased FAR helps in creating additional housing options. Designated parking areas for “park and ride” purpose along with development of suitable open areas for parks/green areas. Street redesign may also be taken up for creating pedestrian and bicycle paths.

TOD implementation is a complex procedure which is based on suitable infrastructure assessment studies, Zone identification and the extent of increase in density and FAR would be based on the carrying capacity of a particular area. Pune would undertake suitable studies to assess the suitability of redensification and development of areas based on TOD requirements in due course of time.

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5.8 Traffic Information and Management Control 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.

Pune Municipal Corporation agrees to set up a TIMC with the following objectives:

 To optimise the traffic performance of a network for all traffic modes.  Enable faster incident response and reduction in incident rates.  Reduce congestion on the arterial network of the city.  Increase traffic safety by effective incident response and clearance techniques.  Enhanced communication in all aspects of transportation management (planning, design, implementation, operation, maintenance).  Monetary savings by sharing responsibilities between fewer staff, achieved by co- location of participating agencies at the center.  Increase the overall effectiveness of the transportation resources.  To provide the basis for an expanded control system, which could include CCTV, congestion monitoring, incident detection, fault monitoring, maintenance management, parking management, route guidance, and integration with urban expressways.  To reduce delay to vehicles by reducing the journey time along links and achieve time savings.  To reduce environmental pollution by reducing the number of times the vehicles have to stop.

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The Center would work closely with the police, other local and regional agencies and media and information service providers to ensure that information is accurately received and acted upon. However, setting up a TIMC is an expensive and time consuming process. Hence, it would not be possible to implement this system in a short duration and would therefore be undertaken by Municipal Corporation in due course of time.

5.9 Regulatory Mechanism for the Periodic Revision of Fares

Fares for public bus transport are fixed by the State Transport Authority, under provisions of the MV Act. Delays in revision of fares, consequent upon changes in the prices of different inputs, often result in financial loss to the public transport operator. In order to mitigate this problem, it is proposed that there would be periodic revision of fares by fare fixation committee of UMTA It is proposed that the fare to be increased at an average by only 5% once in two years. A premium AC service is proposed by PMPML, the minimum fare for which would be 1.5 times the existing fare and maximum of 2.5 times.

5.10 Waiver of Taxes

The state is not waving off any taxes; however a resolution has been passed by the city authorities that they would bear the VAT and Octroi / LBT.

5.11 Public Transport Helpline

As per letter no. K-14011/48/2006-UT dated 3rd July, 2009, the Ministry of Urban Development with the help of department of communication has set up a national help line with unrestricted accessibility from all access service provide. Initially it is proposed to implement the service on the buses sanctioned under JnNURM and would eventually extend to all the buses. Under the scheme the states/UT are required to set up a call centre at the capital city of each state. It is proposed that the same would be done and the helpline would be set up in Pune.

5.12 Common Ticketing

Currently as only buses are the available mode of public transport, common ticketing is not applicable.

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5.13 Proposed Timelines for Reforms

The time lines for reforms are given in the Table 5-1.

Table 5-3 : Time lines for reforms

S. Applicable Reforms Proposed Timeline (mm/yyyy) No. (Yes / No) I. UMTA Yes In process / proposal already sent to state Govt. II. SPV / Cost Center Yes Exist III. Urban Transport Fund Yes Exist IV. Advertisement Policy Yes Exist V. Parking Policy Yes Exist VI. Fare Revision Policy Yes March 2014 VII. TOD Policy Yes March 2014 VIII. TTMC Yes Not Immediate Requirement IX. Waiver of Taxes Yes Discussion initiated with State Govt.

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Annexure – 01

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Annexure – 02

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Annexure – 03

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Annexure – 04

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